Trailer stabilizer

ABSTRACT

A trailer stabilizing device for stabilizing a parked freight trailer, the trailer stabilizing device comprising a frame separate from the support frame of the parked freight trailer, the stabilizing device frame having mounted thereto wheels and a hitch, the stabilizing device including a repositionable jack.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. Nonprovisional patentapplication Ser. No. 15/604,232, filed May 24, 2017, which was acontinuation of U.S. Nonprovisional patent application Ser. No.14/661,612, filed Mar. 18, 2015, now U.S. Pat. No. 9,802,771, which is acontinuation of U.S. Nonprovisional patent application Ser. No.14/284,858, filed May 22, 2014, now U.S. Pat. No. 9,221,630, which is acontinuation of U.S. Nonprovisional patent application Ser. No.13/611,495, filed Sep. 12, 2012, now U.S. Pat. No. 8,789,850, which is acontinuation of of U.S. Nonprovisional patent application Ser. No.13/316,801, filed Dec. 12, 2011, now U.S. Pat. No. 8,286,997, which is acontinuation of Patent Cooperation Treaty Application Serial No.PCT/US11/37260, filed May 19, 2011, which claimed the benefit of U.S.Provisional patent application Ser. No. 61/346,143, filed May 19, 2010,entitled “TRAILER DOCKING REPOSITIONABLE SUPPORT” and U.S. Provisionalpatent application Ser. No. 61/438,232, filed Jan. 31, 2011, entitled“TRAILER STABILIZER,” the disclosure of each is incorporated herein byreference.

RELATED ART

Field of the Invention

The present disclosure is directed to supports utilized to securefreight trailers at a loading dock while dock personnel load and/orunload cargo from the freight trailers.

Related Art of Interest

Distribution warehouses are a necessary component of commerce in thetwenty-first century. These warehouses may act as a clearinghouse forshipments from various product suppliers and centralize the distributionof goods. Large chain retailers utilize warehouses to generate shipmentsto particular points of sale that are specific to the needs of consumersin that area, without requiring the original manufacturer of the goodsto identify consumer demand at each point of sale and correspondinglydeliver the particular goods to each point of sale.

An exemplary distribution warehouse generally includes fifteen or moreloading docks, with each loading dock adapted to receive a singlefreight trailer of a semi truck. A loading dock typically includes anopening elevated above ground level to match the height of the floor ofthe freight trailer. The relatively equal height between the floor ofthe loading dock and the floor of the trailer enables lift trucks (i.e.,forklifts) and other material handling devices to move freely back andforth between the warehouse and interior of the freight trailer.

In an exemplary sequence, a loading dock opening of a warehouse isinitially unoccupied by a freight trailer. Thereafter, a semi trailerdriver or yard truck driver backs the rear opening of a freight trailerinto alignment with the opening of the dock. After the rear of thefreight trailer is properly aligned and positioned adjacent to the dockopening, the driver will either continue the engagement between thetruck and trailer, or discontinue the engagement and relocate the truckto a remote location. In the context of yard trucks, the yard truck isonly connected to the freight trailers long enough to position itadjacent to the loading dock opening. In an exemplary day, the yardtruck may connect to and disconnect from one hundred or more freighttrailers.

In summary fashion, a yard truck is a dedicated tractor that stays atthe warehouse location and is only used to reposition freight trailers(not to tow the trailers on the open highways). By way of example, awarehouse may have ten dock openings, but have fifty trailers waiting tobe unloaded. In order to expedite freight unloading and loading, as wellas the convenience of the semi truck drivers that deliver to or pick upthe freight trailers from the warehouse, the freight trailers need to beshuffled. This means that freight trailers do not include dedicated semitractors continuously connected to them. Instead, because no semi truckis connected to many, if not all, of the freight trailers at a warehouselocation, a yard truck is necessary to reposition the freight trailerswhile at the warehouse location.

An exemplary process for discontinuing engagement between the yard truckand the freight trailer includes initially raising a hydraulic fifthwheel on the yard truck to raise the front end of the trailer above itsnormal ride height. While the front end is raised, the yard truck driverlowers landing gear of the freight trailer, which comprises a pair ofequal length jacks permanently mounted to the trailer, so that loweringof the fifth wheel is operative to set down the freight trailer on itslanding gear. When the freight trailer is set down on its landing gear,the freight trailer is freestanding (i.e., without a mechanicalconnection between the king pin of the freight trailer and the fifthwheel of the yard truck). After the freight trailer is freestanding,associated pneumatic and electrical connections between the yard truckand trailer are disconnected so that the brakes of the freight trailerare locked. Thereafter, the yard truck pulls out from under the freighttrailer, thereby leaving the trailer adjacent to the dock opening andbeing supported at the front end using only the trailer's landing gear.

When loading and unloading cargo from a freestanding freight trailer,the movement of the lift truck along the floor of the freight trailercauses the freight trailer to move as well. While some movement of thefreight trailer is inevitable, considerable movement can result in thetrailer becoming separated from the dock or possibly tipping over. Moreimportantly, the landing gear of the freight trailer is not designed toaccommodate the weight of a fully loaded trailer, let alone the dynamicforces generated by a lift truck moving through a partially loadedfreight trailer. Even further, the high center of gravity associatedwith most trailers makes the likelihood of tipping over a realpossibility. The obvious implications of a freight trailer tipping overinclude damage to the goods within the trailer, the trailer itself, andthe lift truck, not to mention the possible serious injury to or deathof the lift truck operator.

There is a need in the industry for a reliable support that maintainsthe relative position of the freight trailer with respect to the dockand inhibits the trailer from tipping over, possibly causing seriousbodily injury or death, which does not rely solely on the landing gearof the freight trailer.

INTRODUCTION TO THE INVENTION

The present disclosure is directed to supports associated with aloading/unloading dock and, more specifically, to repositionablesupports that secure freight trailers in position at a loading dockwhile dock personnel load and/or unload cargo from the trailers. Thepresent disclosure includes a repositionable structure having a fifthwheel to capture the king pin of a freight trailer, thereby securing therepositionable structure to the trailer. The repositionable support mayalso include one or more of an electrical, a hydraulic, and a pneumaticinterface for coupling directly to the yard truck or other truck usingconventional connections, such as glad hands and electrical disconnects.Unlike conventional stabilizing products, the exemplary embodiments ofthe instant disclosure may provide support for the front end of a parkedfreight trailer without the need for deployment of the landing gear(i.e., the landing gear touching the ground). After the repositionablestructure has been mounted to the trailer by way of the king pin andfifth wheel interface, wheel chocks may be deployed and brakesassociated with the repositionable device may be locked to inhibithorizontal movement of the trailer away from the loading dock. Inexemplary form, the repositionable structure may include a winch that isadapted to engage a pavement cleat, thereby forming a compression fitbetween the king pin and fifth wheel of the repositionable support usingthe tension from the winch cable. The repositionable support may alsoinclude a communicator operative to relay a communication to an internaldisplay within the warehouse that indicates whether the repositionablesupport is properly mounted to the freight trailer.

An exemplary repositionable structure includes a frame and an axlemounted to the frame. By way of example, the axle includes a pair oftandem wheels, with brakes, mounted proximate opposite ends of the axle.However, the wheels may be single wheels and not include brakes. Avertically repositionable fifth wheel is also mounted to the frame andis adapted to receive the king pin of a freight trailer. A pair ofrepositionable wheel chocks may also be mounted to the frame. Also onboard the frame may be a freight trailer positioning communicatoradapted to signal a warehouse display indicating whether the trailer hasbeen secured while at the loading dock. Pneumatic, hydraulic, andelectrical lines may also be associated with the frame that are incommunication with any wheel brakes, the repositionable fifth wheel, andany positioning communicator. The foregoing lines may be powereddirectly from the yard truck, or the frame may include individual powersources for one or more of the foregoing lines.

After the yard truck has positioned the repositionable support intoengagement with the king pin of the freight trailer, the brakes (ifincluded) are applied and the winch (if included) is deployed to lockthe support in position below a frontal portion of the trailer.Thereafter, the support remains under the frontal portion of the traileras the trailer is loaded or unloaded. Similarly, after the support issecured in position beneath the frontal portion of the freight trailer,the yard truck disconnects from the repositionable structure andcontinues jockeying the remaining freight trailers at the warehouselocation.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an elevated perspective view of an exemplary trailerstabilizer in accordance with the instant disclosure.

FIG. 2 is a bottom perspective view of the exemplary trailer stabilizerof FIG. 1.

FIG. 3 is a left side profile view of the exemplary trailer stabilizerof FIG. 1.

FIG. 4 is a top view of the exemplary trailer stabilizer of FIG. 1.

FIG. 5 is a front view of the exemplary trailer stabilizer of FIG. 1.

FIG. 6 is a rear view of the exemplary trailer stabilizer of FIG. 1.

FIG. 7 is an elevated perspective view, from the left rear, of anexemplary gooseneck frame and cart frame in accordance with the instantdisclosure.

FIG. 8 is a bottom perspective view of the exemplary gooseneck frame andcart frame of FIG. 7.

FIG. 9 is an elevated perspective view, from the front right, of theexemplary gooseneck frame and cart frame of FIG. 7.

FIG. 10 is a right side profile view of the exemplary gooseneck frameand cart frame of FIG. 7.

FIG. 11 is an overhead view of the exemplary gooseneck frame and cartframe of FIG. 7.

FIG. 12 is an elevated perspective view, from the left side, of theexemplary repositionable hook assembly and lock box in accordance withthe instant disclosure.

FIG. 13 is a top view of the exemplary repositionable hook assembly andlock box of FIG. 12.

FIG. 14 is an elevated perspective view of the exemplary repositionablehook assembly and internal components of the lock box of FIG. 12.

FIG. 15 is a left side profile view of the exemplary repositionable hookassembly and lock box of FIG. 12.

FIG. 16 is a right side profile view of the exemplary repositionablehook assembly and internal components of the lock box of FIG. 12.

FIG. 17 is a top view of an exemplary tilt subassembly of an exemplaryfifth wheel assembly in accordance with the instant disclosure.

FIG. 18 is a bottom perspective view, from the front, of the exemplarytilt subassembly of the exemplary fifth wheel assembly of FIG. 17.

FIG. 19 is a bottom view of the exemplary tilt subassembly of theexemplary fifth wheel assembly of FIG. 17.

FIG. 20 is a profile view, from the front, of the exemplary tiltsubassembly of the exemplary fifth wheel assembly of FIG. 17.

FIG. 21 is an elevated perspective view, from the left rear, of anexemplary pivoting subassembly of an exemplary fifth wheel assembly inaccordance with the instant disclosure.

FIG. 22 is a bottom perspective view, from the left front, of theexemplary pivoting subassembly of the exemplary fifth wheel assembly inaccordance with the instant disclosure.

FIG. 23 is an elevated perspective view, from the right front, of aportion of the exemplary pivoting subassembly of the exemplary fifthwheel assembly in the context of the cart frame.

FIG. 24 is an elevated perspective view, from the right rear, of anexemplary repositionable jack assembly in the context of the cart framein accordance with the instant disclosure.

FIG. 25 is an elevated perspective view, from the left side, of theexemplary repositionable jack assembly in the context of the cart frameshown in FIG. 24.

FIG. 26 is an overhead view of the exemplary repositionable jackassembly in the context of the cart frame shown in FIG. 24.

FIG. 27 is a magnified view of a left half of the exemplaryrepositionable jack assembly of FIG. 24, shown without the cross-plate.

FIG. 28 is a forward view of the left half of the exemplaryrepositionable jack assembly of FIG. 24, shown without the cross-plate.

FIG. 29 an elevated perspective view of the right half of the exemplaryrepositionable jack assembly of FIG. 24, shown without the cross-plate.

FIG. 30 is an exemplary schematic diagram showing the fluid network,using a liquid, incorporated in the alternate exemplary embodiment.

FIG. 31 is an elevated perspective view, from the right rear, of yetanother alternate exemplary trailer stabilizer that includes integratedwheel stops.

FIG. 32 is an overhead view of the alternate exemplary trailerstabilizer of FIG. 31.

FIG. 33 is an elevated perspective view from the front left of a secondexemplary trailer stabilizer in accordance with the instant disclosureshowing certain features.

FIG. 34 is an elevated perspective view from the front left of a secondexemplary trailer stabilizer in accordance with the instant disclosureshowing other features.

FIG. 35 is an elevated perspective view from the rear left of a secondexemplary trailer stabilizer in accordance with the instant disclosureshowing certain features.

FIG. 36 is a magnified, elevated perspective view from the rear left ofa second exemplary trailer stabilizer in accordance with the instantdisclosure showing certain features.

FIG. 37 is a rear view from the rear left of a second exemplary trailerstabilizer in accordance with the instant disclosure showing certainfeatures.

FIG. 38 is a frontal view from the rear left of a second exemplarytrailer stabilizer in accordance with the instant disclosure showingcertain features.

FIG. 39 is a frontal view from a stabilizer housing for transmitters andreceivers in accordance with the instant disclosure.

FIG. 40 is a frontal view from a dock cabinet for transmitters,receivers, and displays in accordance with the instant disclosure.

FIG. 41 is a frontal view from an interior warehouse cabinet inaccordance with the instant disclosure.

FIG. 42 is an exemplary wiring diagram showing at least a portion of thecontrol structure of the control circuitry of the second exemplaryembodiment relating to the stabilizer and the dock cabinet.

FIG. 43 is an exemplary wiring diagram showing at least a portion of thecontrol structure of the control circuitry of the second exemplaryembodiment as it relates to the interior warehouse cabinet.

FIG. 44 is an overhead view of the second exemplary embodimentpositioned underneath a parked trailer at a loading dock facility, alongwith an exemplary position of the dock cabinet and interior warehousecabinet.

FIG. 45 is an overhead view of an exemplary trailer stabilizer inaccordance with the instant disclosure.

FIG. 46 is a perspective, cut away view of an exemplary brake assemblyfor use with the exemplary trailer stabilizer of FIG. 45.

FIG. 47 is a schematic diagram of an exemplary braking system for usewith the exemplary trailer stabilizer of FIG. 45.

FIG. 48 is an underneath, perspective view of an exemplary repositioningassembly for use in repositioning the wheel chocks of the exemplarytrailer stabilizer of FIG. 45.

FIG. 49 is an elevated perspective view of a repositionable wheel chock,in the storage position, for use with the exemplary trailer stabilizerof FIG. 45.

FIG. 50 is an elevated perspective view of the repositionable wheelchock of FIG. 49, shown just prior to complete deployment.

FIG. 51 is an elevated perspective view of the exemplary trailerstabilizer of FIG. 45.

FIG. 52 is a profile view of an exemplary yard truck coupled to thetrailer stabilizer of FIG. 45, shown being backed under a commercialfreight trailer.

FIG. 53 is a profile view of the trailer stabilizer of FIG. 45 mountedand secured to the commercial freight trailer of FIG. 52.

FIG. 54 is an overhead view of an exemplary layout at a warehouse orloading dock facility showing placement of the trailer stabilizer ofFIG. 45 and the visual display components.

FIG. 55 is a profile view of another exemplary trailer stabilizer in adisengaged position.

FIG. 56 is a profile view of the exemplary trailer stabilizer of FIG. 55in an engaged position.

FIG. 57 is a profile view of the exemplary draw bar and associated hookin FIG. 55.

FIG. 58 is a top view of the exemplary draw bar and associated hook inFIG. 55.

FIG. 59 is a top view of the exemplary pavement cleat in FIG. 55.

FIG. 60 is a cross-sectional view of the exemplary pavement cleat inFIG. 55 taken along lines 16-16 in FIG. 59.

FIG. 61 is a cross-sectional view of the exemplary pavement cleat inFIG. 55 taken along lines 17-17 in FIG. 59.

DETAILED DESCRIPTION

The exemplary embodiments of the present disclosure are described andillustrated below to encompass apparatuses and associated methods tosecure a freight trailer in position at a loading dock while the traileris loaded or unloaded. Of course, it will be apparent to those ofordinary skill in the art that the embodiments discussed below areexemplary in nature and may be reconfigured without departing from thescope and spirit of the present disclosure. However, for clarity andprecision, the exemplary embodiments as discussed below may includeoptional steps and features that one of ordinary skill should recognizeas not being a requisite to fall within the scope and spirit of thepresent disclosure.

Referencing FIGS. 1-6, a first exemplary freight trailer stabilizer 100includes an elevated king pin 102 operatively coupled to a gooseneckframe 104. This gooseneck frame 104 is concurrently operatively coupledto cart frame 106 and a stiff leg assembly 108. Operatively coupled tothe cart frame 106 are repositionable jack assembly 110, an axle 112 andwheels 114, as well as a repositionable hook assembly 116. As will bediscussed in more detail hereafter, the repositionable hook assembly 116is adapted to interact with a lock box 118 in order to secure thestabilizer 100 to the ground. In addition, the trailer stabilizer 100includes a fifth wheel assembly 120 that is adapted to engage a king pinof a parked freight trailer to mount the stabilizer 100 to the trailer.Once mounted to the trailer, the hook assembly 116 may be utilized, aswell as the repositionable jack assembly 110, to provide support for theparked trailer.

Referring to FIGS. 7-11, the gooseneck frame 104 comprises lower rightand left tubular supports 130, 132 fabricated from rectangular tubularsteel. The supports 130, 132 are welded at one end to a block C-shapedmount plate 134 that is mounted to the cart frame 106 using nut and boltfasteners. At the opposing end, the supports 130, 132 are beveled atapproximately forty-five degrees and welded to corresponding right andleft side diagonal tubular supports 136, 138. In order to reinforce thewelded joints between the supports 130, 132, 136, 138, cap plates 140are mounted over and on the outside of the diagonal weld seams. Similarto the other supports, the diagonal supports 136, 138 are fabricatedfrom rectangular tubular steel and include generally flat end surfaces(as opposed to being beveled). The diagonal supports operate to raisethe height of the frame 104 and are coupled to corresponding right andleft upper tubes 142, 144. In particular, one end of the upper tubes142, 144 has been beveled at approximately forty-five degrees and weldedto corresponding ends of the right and left side diagonal tubularsupports 136, 138. As with the prior weld joints, cap plates 140 aremounted over and on the outside of the diagonal weld seams to reinforcethe coupling between the supports 136, 138 and the upper tubes 142, 144.An opposite end of each tube is generally flat (as opposed to beingbeveled) and is seated within a cavity 146 of the king pin plate 148.

The king pin plate 148 is fabricated from a rectangular plate havingbeen formed to have a block C-shaped end 160. Two holes 162, which aregenerally centered as a group, extend through the front of the blockC-shaped end 160. Though not shown, these holes may accommodate one ormore fluid lines (e.g., pneumatic, hydraulic, etc.) for coupling tojacks and motors associated with the stabilizer 100. It is this C-shapedend 160, which faces toward the cart frame 106, that delineates thecavity 146 receiving the corresponding ends of the upper tubes 142, 144.Each end of the upper tubes 142, 144 received within the cavity 146 maybe machined so that the angle of the tubes (which taper inward) does notinhibit the entire end surface from contacting a vertical portion 164 ofthe block C-shaped end 160. The block C-shaped end 148 cooperates with agenerally rectangular portion 166 to comprise the king pin plate 148.This rectangular portion 166 is positioned underneath and extendsbetween the right and left upper tubes 142, 144. Each of the right andleft upper tubes 142, 144 is welded to the rectangular portion 166 inorder to secure the king pin plate 148 to the tubes. Centered from sideto side, the rectangular portion 166 includes a hole that receives theking pin 102. In exemplary form, the king pin 102 is welded to therectangular portion 166. The king pin 102 extends through therectangular portion 166 and faces toward the ground in order for theking pin to be available for coupling to a fifth wheel of a tractor (notshown).

While not coupled to a tractor, the stabilizer 100 may be parked in astorage position. When parked in a storage position, the cart frame 106of the stabilizer 100 does not bottom out to contact the ground. Rather,the stiff leg assembly 108 is operative to maintain the gooseneck frame104 and king pin 102 at a height readily accessible by a tractor.

In exemplary form, the stiff leg assembly 108 is a fixed position devicethat includes a stiff leg 180 operatively coupled to the gooseneck frame104. Specifically, the stiff leg 180 is mounted at one end to a stiffleg brace 182 that is mounted to and extends between the lower right andleft tubular supports 130, 132. In this exemplary embodiment, the stiffleg brace 182 is fabricated from angle iron and has a first horizontalaspect 184 and an upstanding vertical aspect 186. The vertical aspect186 includes at least one hole that is aligned with at least onecorresponding hole extending through the stiff leg 180 so that nut abolt fasteners mount the stiff leg to the stiff leg brace. In exemplaryform, the stiff leg 180 is fabricated from block C-shaped metal stockand includes two upstanding, parallel flanges 188 that extend away froma base 190. The stiff leg 180 is positioned to extend vertically so thatthe flanges 188 extend toward the cart frame 106. In this manner, it isthe base 190 that is adjacent and mounted to the upstanding verticalaspect 186 of the stiff leg brace 182, while the opposite end (i.e.,lower end) is adapted to be proximate the ground.

The opposite, lower end of the stiff leg 180 is machined to remove aportion of the base 190. In so doing, the lower end of the stiff leg 180includes medial and lateral rectangular flaps 192. These rectangularflaps 192 are really extensions of the two upstanding flanges 188 thatremain at the lower end once a portion of the base 190 is removed. Eachflap 192 includes a through hole in order to accommodate a nut and boltfastener to secure a rubber block 194 to the stiff leg 180. In exemplaryform, the rubber block 194 includes a widthwise dimension to fit betweenthe flaps 192 and a vertical, lengthwise dimension great enough toextend outward beyond the flaps when the block is mounted to the stiffleg 180. It should be noted that materials other than rubber may be usedfor the block. Likewise, one may omit the block altogether and have thestiff leg itself contact the ground.

Diagonal braces 200, 202 are concurrently mounted to the stiff leg 180and the block C-shaped mount plate 134 in order to provide additionalstability to the stiff leg. In exemplary form, the diagonal braces 200,202 each comprise angle iron and are mounted to corresponding parallelflanges 188. More specifically, one end of each diagonal brace 200, 202is mounted to the outside of a corresponding flange 188, while theopposite end of each diagonal brace 200, 202 is mounted to a bracket 204inset within the block C-shaped mount plate 134. In this exemplaryembodiment, the flanges 188, diagonal braces 200, 202, and the brackets204 include corresponding through holes that are aligned and receivebolts secured in place by nuts. In lieu of nut and bolt fasteners, thediagonal braces 200, 202 may be welded to the flanges 188 and the blockC-shaped mount plate 134. It should be noted that the block C-shapedplate includes a plurality of through orifices 204 that may accommodateone or more fluid lines (e.g., pneumatic, hydraulic, etc.) for couplingto jacks and motors associated with the stabilizer 100.

The block C-shaped plate 134 signifies the transition between thegooseneck frame 104 and the cart frame 106. As will be described in moredetail hereafter, the cart frame 106 has mounted to it therepositionable jack assemblies 110, the axle 112, and the repositionablehook assembly 116. In order to accommodate these assemblies 110, 116 andaxle 112, the cart frame 106 includes right and left frame rails 210,212 that are mounted to forward and rear cross-members 214, 216. Theframe rails 210, 212 are straight, block C-shaped and extend in parallelto one another so that the side flanges are directed toward the groundand the base faces upward. Specifically, the side flanges are orientedperpendicular to the base of the frame rails 210, 212. These sideflanges (on the inside that face one another) are welded to the frontcross-member 214 in order to provide lateral support to the cart frame106.

In this exemplary embodiment, the front cross-member includes alongitudinal pan 218 with integral front and rear flanges 220. It is thetop of the longitudinal pan and the front and rear flanges 220 that arewelded to the inside flanges of the frame rails 210, 212. Thelongitudinal pan 218 includes opposed vertical longitudinal walls 222interposed by a bottom wall 224. The bottom wall 224 includes aplurality of orifices 226, where two of the orifices are surrounded byan upstanding ring 228 mounted to the bottom wall. As will be discussedin greater detail hereafter, the upstanding ring 228 is sized to becircumscribed by a coil spring that biases the fifth wheel assembly 120.In this manner, the upstanding ring 228 inhibits lateral movement at thebase of the spring. In exemplary form, the vertical longitudinal walls222 are perpendicular to the bottom wall 224 and the entire bottom wall,as well as a portion of the longitudinal walls, is positioned verticallybelow the height of the frame rails 210, 212.

Also positioned vertically below the height of the frame rails 210, 212are the axle 112 and the wheels 114. In this exemplary embodiment, theaxle 112 is mounted to the frame rails 210, 212 using correspondingpairs of U-bolts and nuts 240. More specifically, the U-bolts 240 extendaround the axle and are received through corresponding holes in the baseof the frame rails 210, 212 and mounted thereto using the nuts. In orderto increase the forward-to-rearward stability of the axle 112, eachframe rail 210, 212 includes a semi-circular cutout 242 formed at thebottom of each flange. These semi-circular cut-outs 242 are linearlyaligned in the medial-lateral direction and operate to seat the axle 112within the frame rails 210, 212. As would be expected, the axle 112 isgenerally centered in the medial-lateral direction underneath the cartframe 106. And the axle 112 interposes the forward and rearcross-members 214, 216.

In this exemplary embodiment, the rear cross-member 216 comprises ablock C-shaped plate. The cross-member 216 includes a pair of verticalwalls 246 perpendicular to a base wall 248, where the vertical walls areparallel to one another. In exemplary form, the vertical walls 246 arecloser to the ground than is the base wall 248, where the height of thevertical walls 246 is substantially the same as the flanges for theframe rails 210, 212. Specifically, the rear cross-member 216 ispositioned in between the frame rails 210, 212 at the rear of each ofeach frame rail to be substantially flush with the rear of the framerails. More specifically, the exposed ends of the flanges of the framerails 210, 212 lie along the same plane as the exposed ends of thevertical walls 246. When the frame rails 210, 212 are welded to the rearcross-member 216, the flanges of the frame rails cap the longitudinalends of the cross-member 216.

In order to complete the cart frame 106, a number of vertical walls andelevated walls are mounted to the frame rails 210, 212. In exemplaryform, the cart frame 106 also includes right and left rear frame walls250, 252 and right and left front frame walls 254, 256. The right andleft rear frame walls 250, 252 comprise a rectangular plate 260 having aperpendicular vertical flange 262 at one end and an associatedrectangular wall 263 with its own perpendicular flange 265 at theopposite end. The plate 260, flanges 262, 265, and wall 263 all have thesame vertical dimension and vertical ends that lie along the samecorresponding planes (top and bottom). The plate 260 embodies thegreatest width of the frame walls and includes a semicircular cut-out264 and various through holes 266. These cutouts 264 and holes 266 maybe included to provide openings for various electrical wirings and/orfluid conduits. At the same time, these cutouts 264 and holes 266 mayreduce the operating weight of the stabilizer 100 without sacrificingload bearing potential.

The right and left rear frame walls 250, 252 are mounted to the top ofthe base of the frame rails 210, 212 and the base wall 248 of the rearcross-member 216. Specifically, the frame walls 250, 252 are oriented sothat the right angle corner formed by the intersection of the plate 260and the wall 263 overlies a rear corner of a corresponding frame rail.In this manner, the plate 260 extends toward the front of the cart frame106 so that its edge sits upon the outer edge of the base of arespective frame rail 210, 212. Concurrent with this positioning, thewall 263 is positioned to overlay the rear edge of the cart frame 106.This rear edge is cooperatively formed by the rear edge of the base of acorresponding frame rail 210, 212 in combination with outside edge ofthe base wall 248 of the rear cross-member 216. When in this position,the right and left rear frame walls 250, 252 are welded to the framerails 210, 212 and rear cross-member 216. On the interior of each rightand left rear frame walls 250, 252, proximate the top upper corner wherethe plate 260 and wall 263 intersect, are tubular brackets 270. As willbe discussed in more detail hereafter, the tubular brackets 270 receivea hitch plate pivot shaft as part of the fifth wheel assembly 120.

At the rear of the cart frame 106, a rear brace 280 extends between andis mounted to the wall 263 of both frame walls 250, 252. The rear brace280 comprises a vertical wall 282 that is perpendicularly oriented withrespect to a horizontal extension 284 that extends from the verticalwall. The vertical wall 282 has a cut-out 286 in order to ensure thebrace 280 does not contact a king pin from a parked trailer. In thisexemplary embodiment, nut and bolt fasteners 288 are utilized to mountthe rear brace 280 to the frame walls 250, 252. It should also be notedthat, as with the foregoing use of nut and bolt fasteners, the exemplaryembodiment may utilize other means of fastening such as, withoutlimitation, welding.

Extending from the rear to the front of the cart frame 106, are a pairof frame links 300, 302 that are positioned above and run in parallelwith the frame rails 210, 212. The right link 300 is concurrentlymounted to the right rear frame wall 250 and right front frame wall 254.Similarly, the left link 302 is concurrently mounted to the left rearframe wall 252 and left front frame wall 256. Each link 300, 302comprises angle iron that is mounted to a respective side's frame wallsusing nut and bolt fasteners 304. In exemplary form, the right link 300cooperates with the right frame rail 210 and the right front and rearframe walls 250, 254 to delineate a generally rectangular right sideopening 306. Likewise, the left link 302 cooperates with the left framerail 212 and the left front and rear frame walls 252, 256 to delineate agenerally rectangular left side opening 308. As will be discussed inmore detail below, these openings 306, 308 are utilized to linkcomponents of the repositionable jack assemblies 110.

The right and left front frame walls 254, 256 are mounted to the base ofrespective frame rails 210, 212. More specifically, each frame wall 254,256 comprises a block C-shape with a base wall 320 and two correspondingside walls 322 that expend parallel to one another. In this exemplaryembodiment, the side walls 322 are perpendicular to the base wall 320and are substantially shorter in width that the base wall. In order tomount the right and left front frame walls 254, 256 are mounted to thebase of respective frame rails 210, 212, the frame walls are oriented sothat the base wall 320 is aligned with the outside edge of the framewalls. At the same time, the side walls 322 are positioned to sit on topof the base wall of the frame rails 210, 212. More specifically, theforward most corner (where the side wall 322 and the base wall 320intersect) of each frame wall 254, 256 is oriented to overly theoutermost corner of a respective frame rail 210, 212. In thisorientation, the bottom edge of the side wall 322 sits upon the fronttop edge of a respective frame rail 210, 212, while the base wall 320sits upon the outer top edge of the same frame rail, and the frame walls254, 256 are welded to the frame rails 210, 212.

In order to couple the remainder of the cart frame 106 to the gooseneckframe 104, the cart frame also includes gussets 326 concurrently mountedto respective right and left front frame walls 254, 256 and the blockC-shaped mount plate 134. Specifically, the block C-shaped mount plate134 includes two, spaced apart horizontal walls 330, 332 linked togetherby a vertical wall 334. In exemplary form, the vertical wall ispositioned adjacent to the forward most side wall 322 of each right andleft front frame wall 254, 256 so that the ends of the block C-shapedmount plate 134 do not extend laterally beyond the base walls 320.Likewise, the block C-shaped mount plate 134 is positioned so that thetop edge of the right and left front frame walls 254, 256 is at the samevertical height as the upper horizontal wall 330. When in this position,respective gussets 326 lie flush on top of the respective right and leftfront frame walls 254, 256 and the upper horizontal surface 330 of theblock C-shaped mount plate 134. In particular, the gussets 326 interposethe links 300, 302 and the right and left front frame walls 254, 256.The gussets 326 are then mounted to the block C-shaped mount plate 134using a first set of fasteners 340 and also mounted to the links 300,302 using a second set of fasteners 342. Complementary brackets 350 arealso mounted to the forward most side wall 322 of each right and leftfront frame wall 254, 256 to wedge the block C-shaped mount plate 134 inbetween the gussets 326 and the brackets. By way of example, thebrackets may be welded to the forward most side wall 322 of each rightand left front frame wall 254, 256 or coupled thereto using anyconventional fastener or fastener technique. Likewise, the brackets 350are mounted to the block C-shaped mount plate 134 and may be mountedthereto by welding or using any conventional fastener (e.g., nut andbolts fasteners) or fastener technique.

Referring to FIGS. 12-16, the repositionable hook assembly 116 ismounted to the cart frame 106 and adapted to interact with the lock box118 in order to fasten the stabilizer to the ground. The lock box 118 isadapted to be mounted securely to the ground using ground spikes, nails,or other similar fasteners (not shown) so that the lock box is notreadily repositionable.

In exemplary form, the lock box 118 includes corresponding right andleft side ramps 400, 402 that cooperate with corresponding front andrear ramps 404, 466 to provide a frustopyramidal structure. Morespecifically, the ramps 400, 402 are comprised of generally flat metalplates having an upper lip 408 opposite a substantially wider base 410.The front and rear ramps 404, 406 comprise generally flat metal platesbut for angled flanges 411 at opposing lateral ends. The angle of theflanges 411 is adapted to match the angle of incline of the right andleft side ramps 400, 402. Moreover, the flanges 411 include orifices 412that overlap countersunk orifices 414 formed through the lateral sidesof the right and left side ramps 400, 402. More specifically, the medialand lateral sides of the right and left side ramps 400, 402 overly theflanges 411 of the front and rear ramps 404, 406 so that the orifices412, 414 overlap in order to receive nut and bolt fasteners to mount theramps to one another. When assembled, the ramps 400, 402, 404, 406provide an incline on all four sides without appreciable seams for largeobjects (such as snow plows) to catch the seams and rip apart the ramps.In addition, the lips 408 are oriented in parallel with the ground whenthe ramps 400, 402, 404, 406 are assembled in order to provide overheadprotection for components on the interior of the lock box that are notintended to be contacted by the hook assembly 116.

The interior of the lock box 118 includes an anchor 420 having one ormore holes (not shown) to receive ground spikes, nails, or other similarfasteners (not shown) in order to secure the lock box to the ground. Inexemplary form, the anchor 420 comprises an elongated rectangular plate422 having upstanding medial and lateral walls 424, 426. Each wall 424,426 is oriented generally perpendicular to the plate 422 and is beveledat its ends to match the intended incline of the front and rear ramps404, 406. The medial and lateral walls 424, 426 include four identicalcutouts 430 having rounded, cupped shape (and may be semicircular) toact as a seat in order to receive a cylindrical anchor bar 432. Thecutouts 430 are generally evenly spaced apart and cooperate with anchorbar orifices 438 extending through the right and left side ramps 400,402 in order to secure the cylindrical anchor bars 432 in position, butalso allow the anchor bars to axially rotate. Each anchor bar 432includes an outer cylinder 434 having a length at least long enough tolaterally span corresponding cutouts 430. The outer cylinder 434 may bemachined to include cylindrical extensions 436 from each end that are ofa smaller diameter. Alternatively, the outer cylinder 434 may have aninternal cylindrical cavity that is occupied by a cylindrical insert 436having an overall length long enough to extend axially outward from theouter cylinder. In either circumstance, the cylinders 434, 436 aremounted to one another so that rotation of one results in rotation ofthe other. A trap door 440 is mounted to three of the four outercylinders 434.

Interposing the four cutouts 430 are three identical cutouts 444 havinga generally arcuate path with a flat end. The three cutouts 444 receivecorresponding ends of each trap door 440. In this manner, as the outercylinder 434 is rotated, so too is the trap door rotated, thus thearcuate path of the cutout 444. In exemplary form, the lengthwisedimension of each trap door 440 approximates the horizontal distancebetween adjacent outer cylinders 434. Likewise, the widthwise dimensionof each trap door 440 approximates the lateral distance between themedial and lateral walls 424, 426. In this way, the trap door 440attempts to prohibit foreign debris of problematic size from enteringthe lock box 118 and inhibiting its operation.

For the three outer cylinders 434 that includes a trap door 440, aspring 446 (e.g., a torsion spring) is mounted to the smaller cylinder436 and is operative to bias the trap door in the horizontal, blockingposition (see FIG. 13). Thought not necessary, at least one of themedial and lateral walls 424, 426 includes a stop 450 mounted to theanchor 420 that is adapted to engage a spring, such as a torsion spring,in order cooperate with the spring to bias the trap door 440 to theblocking position. But, when contacted by the hook as will be describedhereafter, the hook is operative to overcome the bias and force the trapdoor downward so the hook can couple to a corresponding outer cylinder434.

The repositionable hook assembly 116 includes an airbag 460 operativelycoupled to a linear rod 462. The linear rod 462 includes a fitting 464having a ball joint that receives a clevis pin 466 in order to transfermotion from the airbag 460 to a pivot shaft 468. The pivot shaft 468includes a pivot arm 470 having a hole 472 therethrough. This hole 472receives the clevis pin 466, where motion of the clevis pin istransferred to the pivot shaft 468 by way of the pivot arm 470.Specifically, the airbag 460 is operative to expand (i.e., inflate) andturn the pivot arm 470 and pivot shaft 468 in the clockwise directionthat is operative to lower a hook 480. Alternatively, the airbag 460 maybe omitted and the hook 480 may be lowered using gravity. But the hookassembly 116 also includes a second airbag 482 having a linear rod 484and a fitting 486 with a ball joint to receive the clevis pin 466. Thissecond airbag 482 is operative to expand (i.e., inflate) and turn thepivot arm 470 and pivot shaft 468 in the counterclockwise direction toraise the hook 480 or retain the hook in a raised position. Both of theairbags 460, 482 are mounted to a bracket 490 that is mounted to the topof the rear cross-members 216. Specifically, the bracket 490 includes apair of holes 492 that receive nut and bolt fasteners to mount thebracket to the rear cross-member. In exemplary form, the bracket 490includes a pair of opposed flanges 494, 496 having corresponding holesthat receive nut and bolt fasteners to couple the airbags 460, 482 tothe respective flanges 494, 496. Interposing the flanges 494, 496 is asection of angle iron 498 that includes the pair of holes 492 used tomount the bracket 490 to the rear cross-member 216. A pair of shaftbrackets 500 is utilized to mount the pivot shaft 468 to the rearcross-member 216 and the rectangular wall 263 of the right and left rearframe walls 250, 252.

The hook 480 is mounted to the pivot shaft 468 so that rotation of thepivot shaft results in arcuate movement of the hook, generally in anupward and downward direction. In this exemplary embodiment, the hook480 comprises mirror image hook halves 510, 512. Each hook half 510, 512comprises a first bar stock section 514 having a rounded proximal end516 and a through orifice allowing throughput of the pivot shaft 468.Specifically, the bar stock section 514 is welded to the pivot shaft 468and gussets 518 are concurrently welded to the bar stock section and thepivot shaft. A distal end of the bar stock section 514 includes a bendthat transitions into a second bar stock section 520. Alternatively, thebar stock sections 514, 520 may be separate pieces that are weldedtogether. This second bar stock section 520 includes a distal bend andcomprises a hook section 524. In exemplary form, the hook sections 524from each hook half 510, 512 are welded together to create a two-ply endhook 530.

Referring to FIGS. 17-20, the fifth wheel assembly 120 comprises twoprimary subassemblies, the tilt subassembly 550 and the pivotsubassembly 560. The tilt subassembly 550 includes a tilt plate 570having a generally rectangular shape, but for a tapered cutout 572 thatleads into a king pin cavity 574. The king pin cavity 574 is adapted tobe occupied by the king pin of a parked freight trailer. In thisexemplary embodiment, the king pin cavity 574 is partially defined bythe tilt plate 570 and partially defined by a king pin block 576 mountedto the underside of the tilt plate. The lateral sides 578 of the tiltplate 570 are formed by lateral extensions of the plate having beenrounded over to form perpendicular flanges. A frame 580 is mounted tothe underside of the tilt plate 570 and includes lateral and verticalcross members 582, 584. The frame also includes a front plate 586 thatspans a proximal portion of the tilt plate 570, as well as distal plates588 that span between angled frame members 590 and the lateral sides578. The angled frame members 590 lie along the cutout 572 in order toreduce wear upon the tilt plate where the king pin from the freighttrailer would otherwise contact.

As will be described in more detail hereafter, the tilt plate 570 isrepositionable with respect to the pivot subassembly 560. In particular,parallel, vertical cross members 584 each include extensions 594 throughwhich holes are bored to receive a tilt shaft 596. The sides 578 of thetilt plate 570 also include extensions 598 through which holes are boredto receive the tilt shaft 596. In this exemplary embodiment, the tiltshaft 596 is welded to the extensions 594, 598 so that rotation of theshaft results in corresponding movement of the tilt plate 570.Interposing the extensions 594, 598 are a pair of brackets 600 that aremounted to the pivot subassembly 560. These brackets 600 allow the tiltshaft 596 to rotate so that tilting of the tilt plate 570 is possiblewith respect to the pivot subassembly 560 is possible, but to a limit.The brackets 600 each have corresponding holes adapted to overlap withholes in the pivot subassembly and receive nut and bolt fasteners torepositionably mount the tilt subassembly 550 and the pivot subassembly560.

Referring to FIGS. 21-23, the pivot subassembly 560 includes a right andleft side pivot tubes 610, 612 fabricated from rectangular metal tubing.Each tube 610, 612 includes corresponding holes 614 that overlap withthe holes 602 in the brackets to receive nut and bolt fasteners torepositionably mount the tilt subassembly 550 and the pivot subassembly560. At the rear of each tube 610, 612 are a pair of circular openingsthat allow throughput of a pivot shaft 616. In exemplary form, the pivotshaft 616 extends through each tube 610, 612 a predetermined distanceand is welded to each tube. At the front of each tube 610, 612 is across-tube 620 that is positioned between the tubes and is weldedthereto. By way of example, the tubes 610, 612, 620, and the shaft 616form a rectangle. It should be noted that the extension of the pivotshaft 616 extending beyond the tubes 610, 612 is at least partiallyreceived within the tubular brackets 270 of the cart frame 106 to allowthe pivot subassembly 560 to pivot with respect to the cart frame.Finally, each tube 610, 612 includes a rocker 626 mounted to the frontof each tube on the opposite side as the brackets 600. The rocker 626comprises arcuate projection 628 that is received within a correspondingbracket of the repositionable jack assemblies 110 to that the rocker canmove in a rocking motion when the pivot subassembly 560 pivots withrespect to the cart frame 106.

Referring to FIGS. 24-29, the repositionable jack assembly 110 isoperative to deploy a pair of jacks 650 mount on the medial and lateralsides of the cart frame 106 to at least partially support some of theweight at the front of the freight trailer and provide greater lateralstability than is possible using the freight trailer's landing gear. Inthis exemplary embodiment, the jacks 650 are screw jacks. Those skilledin the art are familiar with the operation of screw jacks and thereforethe internal structure and operation of screw jacks will not bediscussed for purposes of brevity.

Each screw jack 650 includes a telescopic screw jack leg 652 mounted tofront and rear brackets 654, 656. Each bracket 654, 656 comprises anI-beam construction with a first section 658 that is welded to the jackleg and extends laterally outward therefrom. A second I-beam section 660is welded to the first section 658 and is oriented perpendicularly withrespect to the first section and extends through a corresponding sideopening 306, 308 in the cart frame 106. The end of the second section660 not mounted to the first section 658 includes a vertical end plate662 that spans between the top and bottom of the I-beam on one side ofthe vertical wall of the I-beam. The vertical end plate is welded inposition and includes a plurality of orifices 664 for mounting to a sideplate 666.

The side plate 666 extends parallel with the plane of the opening 306,308 and includes a vertical wall 680 that is rounded over to provide apair of vertical flanges 682, 684 that are oriented generallyperpendicular to the vertical wall. Each flange. 682, 684 is mounted toat least one follower 686 that follows a respective section of verticaltrack 688 mounted to a vertical flange 690 of one of four frame walls(right rear frame wall 250, left rear frame wall 252, right front framewall 254, left front frame wall 256). In this fashion, as the screw jackleg 652 is extended and eventually contacts the ground, the screw jackleg 652 will operate to push upward on the jack, which will push upwardon the brackets 654, 656, thereby pushing upward on the side plate 666so the side plate travels vertically in a straight path as dictated bythe followers 686 following the track 688.

The side plate 666 also includes a third flange 687, also rounded overfrom the vertical wall 680, that extends horizontally toward the centerof the cart frame 106. This flange 687 has mounted to it a guide track700 that receives the arcuate projection of the rocker 626 so the pivotsubassembly 560 can rock with respect to the side plate 666.

Underneath the third flange 687 is a welded gusset 701 that contacts across-plate 702. The cross-plate 702 includes a horizontal plate 704that extends laterally (i.e., medial to lateral direction) in betweenopposing side plates 666 and is spaced apart from the third flange 687by the gusset 701. The cross-plate 702 also includes a vertical plate706 that extends perpendicularly from the horizontal plate 704 at afront edge of the horizontal plate. In exemplary form, the gusset 701 iswelded to the horizontal plate 704, while the end of the vertical plate706 is welded to the underside of the third flange 687.

The side plate 666 also includes a lateral orifice 710 to allowthroughput of a rotating shaft. In this exemplary embodiment, therotating shaft comprises a drive shaft 712 coupled to a first jawcoupling 714. This first jaw coupling 714 is coupled to a second jawcoupling 716, which is itself coupled to a screw jack shaft 718 thatextends through the jack leg 652. An opposite end of the drive shaft 712is coupled to a clutch 720. The clutch 720 receives an output shaft 722from a gearbox 724 coupled to an air motor 726. In exemplary form, thegearbox 724 is mounted to the horizontal plate 704, while the air motor726 is mounted to the gearbox. The other components such as the driveshaft 712, the jaw couplings 716, 718, the clutch 720, and the outputshaft are 722 suspended in the air.

Underneath the cross-plate 702 are two upstanding rings 730 that arevertically aligned with the two upstanding rings 228 mounted to theforward cross-member 214. Circumscribing these upstanding rings 228, 730are two coil springs 732. In this manner, the repositionable jackassembly 110 floats on top of the two coil springs when the screw jacklegs 652 are raised. This means that the amount of force required toposition the fifth wheel assembly 120 underneath a parked trailer isonly as great as the bias exerted by the springs. But after thestabilizer 100 is coupled to the parked trailer and the jack assembly isoperative to extend the jack legs 652, it is the jack legs that arebearing the weight of the fifth wheel assembly 120 and at least aportion of the weight of the parked freight trailer.

In order to power the repositionable jack assembly 110 and therepositionable hook assembly 116, the exemplary stabilizer 100 usespneumatic power. Those skilled in the art are familiar with pneumaticpower. Accordingly, for purposes of clarity, the pneumatic lines runningto the air motor 726 and airbags 460, 482 have been omitted.Nevertheless, the stabilizer 100 includes an on-board fluid tank 740that may be used to store compressed air to power the repositionablejack assembly 110 and the repositionable hook assembly 116. In thisexemplary embodiment, the fluid tank 740 is mounted to the front ends ofthe right and left frame rails 210, 212 using brackets 742 and nut andbolt fasteners. It should also be noted that the fluid tank 740 may besupplemented by an air supply from a tractor or hustler. Whileglad-hands have not been shown in the drawings, it is understood thatthe instant stabilizer 100 may include pneumatic lines linking the fluidtank 740 to a glad-hand connection. Alternatively, the stabilizer mayinclude pneumatic lines that by-pass the fluid tank and connectoptionally to a glad-hand. In such a circumstance, when a by-passapproach is utilized, the stabilizer need not be supplied with a fluidtank 740.

The exemplar stabilizer 100 is adapted to be coupled to a tractor or ahustler via the king pin 102. While not required, the stabilizer mayalso couple to one or more power supplies on the tractor or hustler topower one or more of the foregoing assemblies. In exemplary form, theparked freight trailer would already be parked over the lock box 118.After the stabilizer 100 is coupled to the tractor or hustler, thestabilizer is backed under a parked trailer at a loading dock so thatthe repositionable hook assembly 116 first goes under the trailer,followed by the rear of the cart frame 106 in order for the fifth wheelassembly 120 to capture the king pin of the parked trailer. In exemplaryform, the fifth wheel assembly 120 include an automatic lock thatcapture the king pin of the parked trailer and does not allow thestabilizer to be disengaged without affirmatively disengaging the lock.

After the stabilizer 100 captures the king pin, the repositionable hookassembly 116 is engaged to lower the hook 480 by supplying air toinflate the airbag 460. Depending upon the dimensions of the freighttrailer and the position of the lock box 118, the hook 480 may contact atrap door 440 and fall in between anchor bar 432. Thereafter, thestabilizer may be repositioned forward to lock the hook 480 within thelock box 118. Alternatively, the hook 480 may contact one of the anchorbars 432, at which time the stabilizer is move slightly rearward so thehook rides upon the anchor bar and then drops down onto the next trapdoor 440. Thereafter, the stabilizer is pulled slightly forward to lockthe hook 480 within the lock box 118.

After the repositionable hook assembly 116 has been positioned to lockthe hook 480 within the lock box 118, the repositionable jack assembly110 is engaged to deploy the jacks. In exemplary form, air is suppliedto the air motor 726, which in turn turns gears within the gearbox 724to correspondingly rotate the output shaft 722. The drive shaft 712 isdriven by the output shaft, interposed by the clutch 720, and operatesto drive the screw jack legs 652 downward. If an impediment is sensed,such as a wood block under one of the screw jack legs, but not under theother screw jack leg, the clutch will engage to disallow furtherrotation of the screw jack until the resistance of both jack legs isapproximately the same. It should be noted that the stabilizer, whileable to accommodate the entire weight of a fully loaded trailer at thefront of the trailer, is more often utilized to share the load of theloaded trailer with the trailer's landing gear. As soon as therepositionable jack assembly 110 has been positioned to transfer some ofthe trailer's load onto the stabilizer 100, dock personnel are notifiedthat it is appropriate to load or unload the parked trailer. This may bedone with manually operated signals or may be accomplished via automatedsignals associated with the stabilizer that send a signal to dockpersonnel as soon as the repositionable hook assembly 116 and therepositionable jack assembly 110 have been successfully deployed.

To remove the stabilizer, a similar process is followed in the oppositesequence. First, the repositionable jack assembly 110 is disengaged,followed by disengaging the repositionable hook assembly 116.Thereafter, the stabilizer 100 is removed from the parked trailer andput in a storage position or moved underneath another parked trailer.

Referring to FIG. 30, while the foregoing exemplary embodiment has beenexplained using pneumatic power, an alternate exemplary embodiment for atrailer stabilizer is identical to the foregoing exemplary embodiment,except that the power supply, associated motors, and airbags areexchanged for hydraulic power and hydraulic cylinders. In exemplaryform, the on-board fluid tank 740 of the stabilizer is at leastpartially filled by a glycol liquid (e.g., propylene glycol). The fluidtank 740 includes at least one outlet to a liquid supply line in orderto supply glycol from inside the tank to the supply lines and to conveyglycol back into the fluid tank when appropriate (such as when the hookis raised and/or when the jacks are raised. In this alternate exemplaryembodiment, the jacks of the repositionable jack assembly 110 includehydraulic cylinders having a piston that extends by supplying glycol tothe cylinder. Moreover, the cylinders are also operative to retract thepiston when glycol is added to the other side of the seal within thecylinder. Moreover, the airbags 460, 482 of the repositionable hookassembly 116 are replaced by a single hydraulic cylinder having a pistonthat extends and retracts based upon the glycol supplied to thecylinder. While it is the glycol supplying the fluid to reposition thepiston with respect to the cylinder, this alternate exemplary embodimentused compressed air to force the glycol through the supply lines.

Referencing FIGS. 31 and 32, a further alternate exemplary embodiment800 of a trailer stabilizer is identical to the first exemplary trailerstabilizer 100, but for wheel brakes 802. In exemplary form, the pivotshaft 468 of the repositionable hook assembly 116 is lengthened in themedial and lateral directions to extend outward to behind the wheels114, thus forming a lengthened shaft 468′. Corresponding brackets 804are mounted to the pivot shaft 468′ right behind each wheel 114 and eachinclude a pair of plates 806 that sandwich a rubber block 808therebetween. The plates 804, 806 may be mounted to the rubber block 808using any acceptable technique to retain the rubber block. In thisexemplary embodiment, the plates 804, 806 include a through hole that isaligned with a through hole of the rubber block so that nut and boltfasteners are utilized to secure the block to the plates.

In exemplary form, when the hook is in the retracted position (hook isup and disengaged from the lock box), the rubber block does not contactthe wheels 114. But when the hook is in the extended position (hook isdown and engaging the lock box) the rubber block comes in contact withthe rear of the wheel 114. In this manner the rubber block acts as astop to inhibit the wheels 114 from rotating when the hook is in theextended position. Those skilled in the art will realize that the brakes802 may be employed by repositioning the hook even in the case where thehook has no lock box to interface with.

Referring to FIGS. 33-44, a second exemplary freight trailer stabilizer900 is essentially the same as the first exemplary freight trailerstabilizer 100. However, the second exemplary trailer stabilizer 900includes a different repositionable hook assembly 902 (as opposed to therepositionable hook assembly 116), the wheel brakes 802 discussedpreviously, a control system, and a dock notification and communicationsystem. Because the trailer stabilizer includes almost all of the samestructure and features as discussed with respect to the first exemplaryfreight trailer stabilizer 100, a detailed recitation of the features incommon has been omitted for purposes of brevity. Accordingly, unlessnoted otherwise, the second exemplary freight trailer stabilizer 900makes use of the same structure and features as the first exemplaryfreight trailer stabilizer 100.

Referring to FIGS. 33-37, the second exemplary freight trailerstabilizer 900 includes a different repositionable hook assembly 902. Inexemplary form, this different repositionable hook assembly 902 ismounted to the cart frame 106 and adapted to interact with a lock box920 in order to fasten the stabilizer 900 to the ground. The lock box920 is adapted to be mounted securely to the ground using ground spikes,nails, or other similar fasteners (not shown) so that the lock box isnot readily repositionable.

In exemplary form, the lock box 920 includes a corresponding right sideramp (not shown) and a left side ramp 932 cooperating with correspondingfront and rear ramps 934, 936 to provide a frustopyramidal structure.The sides and top of the frustopyramidal structure are partially openand include a series of slots 940 that are sized to receive a drop barof the repositionable hook assembly 902 in order to secure therepositionable hook assembly (and thus the stabilizer 900) to theground. In particular, the slots 940 are incrementally spaced apart andinclined away from the stabilizer 900 so that once the drop bar isreceived initially within one of the slots 940, the trailer stabilizermay be slightly moved forward (away from the lock box 920) so that thedrop bar falls down completely within a particular slot and thereaftersits upon the left and/or right side ramps. When the drop bar iscaptured within one of the slots 940, only minimal movement (forward orbackward) of the stabilizer 900 is possible.

In exemplary form, the lock box 920 is fabricated from metal plate.However, in view of the aforementioned and following disclosure, thoseskilled in the art will readily understand that the described materialsand techniques for forming the lock box comprises only a small subset ofthe materials and techniques that may be available to form a lock box920. By way of example, the front and rear ramps 934, 936 are comprisedof generally flat metal plates having a trapezoidal configuration. Theseplates 934, 936 are welded to a single, formed metal piece thatcomprises the right and left side ramps 932. In order to form the rightand left side ramps 932 from a single piece of metal plate, a flat metalplate is stamped to create a series of cut-outs that will ultimatelyform the slots 940, as well as the general outline of the finishedpiece. After the plate has been stamped, the plate is bent to have athree-dimensional shape embodying the respective right and left sidesinterconnected by the top side. The bending of the plate is operative toconvert the cut-outs into the slots 940.

Alternatively, the lock box 920 may be fabricated so the front and rearramps 934, 936 are integrally formed with a portion of the right andleft side ramps. In such a circumstance, a forwardmost and rearwardmostportion of the right and left side ramps 932 are integrally formed withthe front and rear ramps 934, 936, thereby resulting in a threedimensional cap that may be welded to or otherwise fastened to theremaining portion(s) that defines the remainder of the left and rightside ramps 932 and slots 940.

In order to secure the lock box 920 to the ground, a pair of pavementties 942 are secured to opposite sides of the lock box. These pavementties 942 may be comprised of any permanent fastener that is securelymounted to the ground and can withstand a predetermined amount of force.By way of example, the pavement ties are metal bands that are bolted tothe ground using an embedded anchor (not shown). The pavement ties 942may be welded, bolted, or otherwise fastened to the lock box 920. Inexemplary form, the pavement ties 942 are removably mounted to the lockbox 920 in order to allow the lock boxes to be removed for clearingoperations including, without limitation, snow plowing.

The repositionable hook assembly 902 also includes a repositionable hook948 that uses many of the same components as the first exemplaryembodiment. In this case, the hook 948 is mounted to the pivot shaft 468so that rotation of the pivot shaft results in arcuate movement of thehook, generally in an upward and downward direction. In this exemplaryembodiment, the hook 948 comprises mirror image hook halves 950, 952.Each hook half 950, 952 comprises a bar stock section having a roundedproximal end 956 and a through orifice allowing throughput of the pivotshaft 468. Specifically, the bar stock sections 954 are welded to thepivot shaft 468 and gussets 958 are concurrently welded to the bar stocksection and the pivot shaft. A distal end of the bar stock sectionincludes an enlarged head 959 having a triangular opening 960. Thistriangular opening 960 accommodates a floating cylinder 961 that has apair of washers 962 to inhibit substantial lateral movement of thecylinder. In other words, the washers operate to retain the cylinder 961ends within the triangular openings 960 and thus have the cylinderspanning between the hook halves 950, 952. In this context, the term“floating” refers to the triangular openings 960 being considerablylarger than the cross-section of the cylinder 961, which provides playof the cylinder within the openings as defined by the bounds of theopenings. Finally, the hook halves 950, 952 are also coupled to oneanother using a cross-member 966 to reduce torsion between the hookhalves.

Because the operation of the repositionable hook assembly 902 in termsof raising and lowering the hook 948, and the structure utilized toraise and lower the hook, is substantially the same as the structureutilized in the first exemplary embodiment, a duplication discussion hasbeen omitted for purposes of brevity.

Referring to FIGS. 33 and 39-43, the second exemplary freight trailerstabilizer 900 includes a control system and a dock notification andcommunication system that work in tandem to impact the operation of thetrailer stabilizer. The control system includes a control circuitry 970housed within a control panel 972, which itself includes a visualdisplay 974 and operator controls 976. In exemplary form, the visualdisplay comprises a light that can be selectively illuminated, as wellas illuminated in different colors. By way of example, the visualdisplay 974 of the control panel 972 comprises a bulb housing containinga green light emitting diode (LED) and a red LED. As will be discussedin more detail hereafter, this structure provides for three options: (1)no light is illuminated; (2) the green LED is illuminated; and, (3) thered LED is illuminated.

The control panel 972 receives inputs from a plurality of differentsensors. In exemplary form, the control system includes seven differentsensors that provide indications about the position of variouscomponents of the second exemplary freight trailer stabilizer 900. Afirst of these sensors 980 is a king pin sensor. This sensor 980comprises a proximity sensor that is positioned adjacent to a biasedplunger (not shown) that extends into the portion of the king pin cavity574 defined by the king pin block 576 (see FIG. 18). In this manner,whenever a king pin of a parked trailer is within the king pin block576, the king pin will contact the biased plunger and displace theplunger in order that the proximity sensor 980 senses the displacedplunger and sends a signal to the control circuitry 970 indicative ofthe king pin being within the king pin block. Conversely, when no kingpin of a parked trailer is within the king pin block 576, the plunger isbiased away from the proximity switch 980 and the switch does not send asignal to the control circuitry 970 indicative of the king pin beingwithin the king pin block. In addition to monitoring the position of aking pin, the control system also monitors the position of the jacks 650of the repositionable jack assembly 110.

In exemplary form, the right side jack 650 includes a proximity sensor984 mounted to the stationary portion of the screw jack leg 652 thatdetects when the boot (the portion of the jack contacting the ground) isfully raised. Likewise, the left side jack 650 includes a proximitysensor 986 mounted to the stationary portion of the screw jack leg 652that detects when the boot (the portion of the jack contacting theground) is fully raised. In this manner, both sensors 984, 986 areoperative to communicate with the control circuitry 970 and indicatewhen each of the jacks 650 is fully raised. As will be discussed ingreater detail hereafter, when the control circuitry receives signalsfrom both sensors 984, 986 that the jacks 650 are fully raised, thecontrol circuitry 970 turns off an electric motor 726 operativelycoupled to the jacks. And the control system 970 also tracks when thejacks 650 are lowered to contact the ground.

In exemplary form, the drive shaft 712 engaging the right side jack 650includes a magnet (not shown) being mounted thereto. The magneticproximity sensor 985 is operative to detect the magnet as it rotatespast the sensor. As discussed previously, a clutch 720 is coupled to thedrive shaft 712 (see FIG. 25) so that when the jacks 650 are deployed,presuming one jack hits the ground before the other, the drive shaft tothe jack hitting first will discontinue rotation, while the drive shaftto the other jack will continue to rotate until that jack reaches theground. The sensor 985 sends a signal to the control circuitry 970 whenthe magnet is detected, as occurs once for each rotation of the driveshaft 712. But when the right side jack 650 reaches the ground, thedrive shaft 712 no longer rotates. Based upon preprogrammed logic, theabsence of a signal from the sensor 985 for a predetermined period oftime is identified as the right side jack having reached the ground.Similarly, the drive shaft 712 driving the left side jack 650 alsoincludes a magnet permanently mounted thereto and detectable by the leftside magnetic proximity sensor 987. The sensor 987 sends a signal to thecontrol circuitry 970 when the magnet is detected, as occurs once foreach rotation of the drive shaft 712. But when the left side jack 650reaches the ground, the drive shaft 712 no longer rotates. Based uponpreprogrammed logic, the absence of a signal from the sensor 987 for apredetermined period of time is identified as the left side jack havingreached the ground. After the control circuitry 970 determines that bothjacks have reached the ground, a power source is disconnected from themotor 726, in this case an electric motor.

The control circuitry 970 is also communicatively coupled to a pair ofsensors 988, 990 that indicate the position of the repositionable hookassembly 902. In exemplary form, a pair of proximity sensors 988, 990are mounted to the bracket 490 (see FIG. 14) of the repositionable hookassembly 902 in order to track the relative position of the pivot arm470. When the pivot arm 470 is rotated toward the airbag 460 the hook948 is raised, while rotation of the pivot arm toward the second airbag482 is operative to lower the hook. In this manner, a signal from thefirst hook sensor 988 to the control circuitry 970 indicates the hook948 is raised, while a signal from the second hook sensor 990 to thecontrol circuitry 970 indicates the hook is lowered (or engaged with thelock box 920). As will be discussed in more detail hereafter, thecontrol circuitry uses the output from these sensors 988, 990 to controloutputs to various output devices.

Referring to FIGS. 39-44, the dock notification and communication systeminteracts with the control system and vice versa to provide visualindications including, without limitation, that the stabilizer 900 isproperly aligned, the jacks are or are not deployed, the hook is or isnot deployed, the trailer is safe or not yet safe to load, and theparked trailer has or has not been loaded/unloaded.

Referring to FIGS. 33-44, the dock notification and communication systemincludes a repositionable arm 1000 that is mounted to the cart frame106. The repositionable arm 1000 includes a sensor and transmitterhousing 1002 that houses a pair of infrared (IR) transmitters 1004,1006, and an infrared receiver 1008. In this exemplary embodiment, theIR transmitters 1004, 1006 use different frequencies to avoidinformation or signal crossing. An elongated, rectangular tubular pole1012 is mounted to the housing 1002 at one end and pivotally mounted tothe cart frame 106 at an opposite end. Specifically, the cart frame 106includes a left rear frame wall 252 to which a pair of brackets 1016,1018 are mounted. The first bracket is mounted closer to the jacks 650and has mounted to it a damper 1020, in this case a coiled spring. Thecoiled spring 1020 is also mounted to the tubular pole 1012 and operatesto bias the pole to the extended position (extending laterally from thestabilizer 900). As will be discussed in more detail hereafter, the pole1012 floats with respect to the frame 106 when the stabilizer 900 isparked under the trailer and not coupled to a hustler. The secondbracket 1018 is mounted closer to the hook 948 and extends laterallyoutward from the left side of the frame 106. The bracket includesopposing top and bottom parts that operate to sandwich an end of thepole therebetween. In exemplary form, the pole 1012 and bracket parts1018 are fabricated from metal and a plastic bushing 1024 interposes thebracket parts and the pole to reduce friction. Each of the pole 1012,the bracket parts 1018, and the plastic bushings 1024 include an alignedthrough hole that receives a through pin 1028. In this manner, the pole1012 and housing 1002 are able to pivot, about the pin, with respect tothe stabilizer frame 106.

A pneumatic cylinder 1030 is concurrently mounted to the pole 1012 andthe stabilizer frame 106. Specifically, a bracket 1032 is mounted to theleft rear corner of the frame 106 and includes a coupling 1034 mountedto the cylinder 1030 that allows the cylinder to pivot about thecoupling. The cylinder includes a piston 1033 that is coupled to thepole 1012 by way of a bracket 1038. The cylinder 1030 includes fittings1040 operative the provide fluid delivery to the cylinder to move thepiston inward and outward with respect to the cylinder. As will bediscussed in more detail hereafter, the cylinder 1030 is operative tomove the pole 1012 and housing 1002 between a lateral position(extending laterally out from the left side of the frame) and a storageposition where the pole pivots approximately ninety degrees toward therear of the stabilizer 900 to fold into the side and position thehousing rearward.

The dock notification and communication system includes an exterior dockcabinet 1050 that houses a pair of IR receivers 1052, 1054 that areadapted to receive the IR signals sent from the IR transmitters 1004,1006 housed within the transmitter housing 1002 of the repositionablearm 1000. As discussed previously, the first IR transmitter 1004 istransmitting at a first frequency and is oriented to align with thefirst IR receiver 1052. Similarly, the second IR transmitter 1006 istransmitting at a second frequency and is oriented to align with thesecond IR receiver 1054. In order to increase the likelihood ofalignment, the IR transmitters 1004, 1006 have a predetermined spacing,while this predetermined spacing is maintained by the dock cabinet 1050when mounting the IR receivers 1052, 1054. Moreover, the configurationof a triangular pattern is also maintained by the dock cabinet 1050. Inthe case of the transmitter housing 1002 associated with the stabilizer900, the apex comprises an IR receiver 1008, while the two lower partscomprise the IR transmitters 1004, 1006. This same orientation ismirrored by the dock cabinet 1050 by orienting an IR transmitter 1056 atthe apex to communicate to the IR receiver 1008, while the two lowerparts comprise the IR receivers 1052, 1054 adapted to receivecommunication from the IR transmitters 1004, 1006.

In exemplary form, the dock cabinet 1050 is mounted to the exterior of aloading dock facility or similar building in a fixed orientation. Inother words, the dock cabinet 1050 is adapted to maintain its positionwith respect to the loading dock facility, regardless of the position ofthe parked trailers or the position of the stabilizer 900. In thismanner, it is the job of the hustler operator to ensure that thestabilizer is properly aligned so that the transmitters 1004, 1006, 1056can send signals and be received by the receivers 1052, 1054, 1008. Inthis manner, the circuitry of the stabilizer is able to communicate withloading dock circuitry and vice versa. It should be noted that eachloading dock bay would have its own dock cabinet 1050.

The dock cabinet 1050 may also include, or have remotely positioned fromthe cabinet, a visual display 1058 for the hustler operator. Inexemplary form, the visual display includes a plurality of lights thatare able to be selectively illuminated. By way of example, the visualdisplay 1058 may include, without limitation, (1) a green pattern ofLEDs; (2) a yellow pattern of LEDs; and, (3) a red pattern of LEDs. Thepattern may take on any form such as, without limitation, geometricforms including a circle, a square, a triangle, and written textincluding “caution,” “stop,” and “go.” In exemplary form, the visualdisplay 1058 includes the ability to flash the lights or maintain theillumination. In this exemplary embodiment, the visual display includesthree concentric circles 1060 of yellow, green, and red LEDs. As will bediscussed in more detail hereafter, the LEDs are selectively illuminatedto provide various information to, the hustler operator.

The dock cabinet 1050 is also in communication with an internal cabinet1066 on the inside of the loading dock facility or similar building.This internal cabinet 1066 includes a visual display 1068 and alock/unlock switch 1070 to be manipulated by a dock worker inside of theloading dock facility or similar building. In this exemplary embodiment,the visual display 1068 comprises an illuminated tower having a redlight and a green light. When the red light is illuminated, dock workersinside the loading dock facility or similar building know what it is notsafe to load or unload the parked trailer at the loading dock opening.Conversely, when the light is green, workers know that it is safe toload or unload the parked trailer. It should be noted that each loadingdock bay would have its own internal cabinet 1066.

An exemplary sequence for using the second exemplary freight trailerstabilizer 900 in conjunction with the operation of the control systemand the dock notification and communication system will now beexplained. Initially, the parked trailer is spotted at a loading dockfacility or similar building so that the rear of the trailer is alignedwith and against a loading dock bay. At this time, the landing gear ofthe trailer are down and the trailer king pin is exposed.

An exemplary sequence begins by a hustler operator coupling to thestabilizer 900 and coupling an air supply and an electrical supply tothe stabilizer and putting the stabilizer in transport mode. It shouldbe noted that in this exemplary sequence, the stabilizer 900 is notunder a trailer but is simply sitting out in the yard. Mounting thestabilizer 900 to the hustler includes coupling the fifth wheel of thehustler with the king pin 102 of the stabilizer. After coupling to theking pin 102 of the stabilizer, the hustler operator couples air andelectric supplies to the stabilizer 900 using electric and pneumaticadapters (glad-hands). Supplying electricity to the control circuitryand air via the glad-hands is operative to raise the hook 948, releasethe wheel brakes 802, and ensure the repositionable arm 1000 is foldedagainst the frame 106. Thereafter, the hustler operator is dispatched toposition the stabilizer underneath a trailer so it can be unloaded. Andthe hustler operator visually confirms that he is at the right bay byconfirming that the visual display 1058 of the dock cabinet 1050 isdisplaying a green light.

In exemplary form, the hustler operator backs the stabilizer 900underneath the trailer so that the king pin of the trailer is alignedwith the tapered cutout 572 and ultimately the king pin enters the kingpin cavity 574. In particular, the stabilizer 900 is adapted to bebacked under the trailer in a straight line with the hook pointingtoward the rear of the parked trailer. In this orientation, thestabilizer 900 should be longitudinally aligned with the trailer. As thehustler operator back the stabilizer 900 underneath the parked trailer,ultimately, the kingpin of the trailer will reach the stop at theproximal end of the cavity 574, thereby limiting the distance underneaththe trailer that the stabilizer 900 may be positioned. After reachingthis point, the hustler operator will realize that the stabilizer cannotbe backed any farther underneath the parked trailer and begin todisengage from the stabilizer. At the same time, presuming the king pinremains within the cavity 574, the king pin sensor 980 sends a signal tothe control circuitry 970 that the kingpin is within a predeterminedtolerances for disengaging the stabilizer 900 from the hustler. At thesame time, the visual display 1058 of the dock cabinet 1050 continues todisplay a green light, while the visual display 1068 of the internalcabinet 1066 displays a red light.

The hustler operator then disengages or disconnects the air supply fromthe hustler to the stabilizer 900. This action causes a series ofevents. One such event is that the absence of positive pressure on thehook 948 is operative to lower the hook so that that hook engages thelock box 920. Unless the hook 948 falls to the bottom of one of theslots 940, the proximity sensor 990 will not detect that the hook hasbeen correctly deployed. As will be discussed, if the hook 948 is notproperly deployed, the hustler operator may have to slightly move thestabilizer forward or rearward to seat the hook within the lock box 920.At the same time the hook 948 is being repositioned to engage the lockbox 920, the repositionable mill 1000 swings out laterally from the sideof the stabilizer 900 to a generally perpendicular position. In thisposition, the housing 1002 of the arm 1000 should be aligned with thedock cabinet 1050 so that the transmitters 1004, 1006, 1056 cancommunicate to the receivers 1008, 1052, 1054. The swing arm 1000 isprincipally repositioned to a deployed position by the damper 1020. Butit should be noted that because the damper 1020 is responsible forrepositioning the arm 1000 in the absence of pneumatic pressure, objectscontacting the arm may be able to overcome the bias of the damper. Butin such a case, presuming the contact is temporary, the arm 1000 willreturn to the deployment position (extending laterally outward from thestabilizer frame). But during this time, a number of problem conditionsmay occur.

The problem conditions that may occur include not properly positioningthe stabilizer 900 under the parked trailer. This condition can beremedied simply by the hustler operator repositioning the stabilizer.The hustler operator will know the stabilizer needs to be repositionedbecause of a number of conditions. First, if the stabilizer 900 is notpositioned properly, the transmitters 1004, 1006, 1056 cannotcommunicate to the receivers 1008, 1052, 1054. At the same time, if thehook 948 is not fully down into one of the slots 940, the proximitysensor will not send feedback to the control circuitry 970. Before theoperator can deploy the repositionable jack assembly 110, because thecontrol circuitry will not provide power to the motor 726, the controlcircuitry requires two conditions to be satisfied. The first conditionis that the hook 948 is properly engaged, which is evidenced by a signalfrom the proximity sensor 990. The second condition is that the IRreceiver 1008 of the repositionable arm 1000 receives a signal from theIR transmitter 1056 of the dock cabinet 1050 indicating that thestabilizer 900 is properly aligned. Unless both conditions are met, thecontrol circuitry 970 will not power the electric motor to repositionthe repositionable jack assembly 110. But both conditions can be met byhaving the hustler operator properly align the stabilizer 900 under theparked trailer.

Presuming the trailer stabilizer 900 is properly positioned so that thetransmitters 1004, 1006, 1056 can communicate to the receivers 1008,1052, 1054, and the hook 948 has properly engaged the lock box 920, thevisual display 1058 of the dock cabinet 1050 illuminates a yellow lightor set of lights. In other words, after the stabilizer 900 is properlypositioned so the king pin is received, the transmitters and receiversare aligned, and the hook 948 is properly deployed, the visual display1058 of the dock cabinet 1050 illuminates both a green and a yellowlight (because the green light has not been extinguished. In order forthis to occur, the control circuitry 970 has received a signal from thetail hook proximity sensor 990 indicative of the tail hook beingproperly positioned, and then sends a signal via the first IRtransmitter 1004 to the first IR receiver 1052 indicating that the tailhook 948 is secure. After these conditions have been met, the controlcircuitry 970 allows power to go to the motor 726.

After the hook 948 engaged and the dock cabinet illuminates the yellowand green lights, the control circuitry 970 allows the hustler operatorto deploy (i.e., lower) the repositionable jack assemblies 110. Asdiscussed previously, the control panel 972 includes a visual display974 and operator controls 976. Among the operator controls are separatebuttons for raising and lowering the jacks 650. Accordingly, when theoperator wants to lower the jacks 650, the operator simply presses thedown jack button on the control panel 972. Thereafter, the deployment ofthe jacks 650 is automated. The control circuitry 970 receives the inputfrom the control panel 972 button to lower the jacks 650 and causes themotor 726 to be turned to lower the jacks 650. In exemplary form, thejacks 650 comprise screw jacks and the motor is coupled to atransmission 724 shaft having individual clutches 720 that are mountedto the transmission shaft and respective drive shafts 712. The controlcircuitry continues to power the motor 726 until both proximity switches984, 986 provide an indication that the jacks are fully down. Asmentioned previously, each drive shaft 712 includes a magnet that isdetected by a respective proximity switch 984, 986 as the shafts rotateto lower the jacks 650. The control circuitry 970 is programmed to shutoff the motor after both proximity switches indicate the furtherrotation of the drive shafts is not occurring. This may occur, forexample, because the magnet is not being sensed by the proximity sensor984, 986 for a predetermined period of time (e.g., 0.5 seconds) or theproximity sensor continues to sense the magnet for more than apredetermined, constant period of time (e.g., 0.5 seconds). Because thesurface that the stabilizer is sitting on may be uneven or may havedebris underneath one or both jacks, it is not always the case that thejacks will be lowered to the same extent. Accordingly, to accommodatefor varying heights of deployment, the clutches allow the transmissionshaft to rotate, but not rotate the corresponding drive shaft when thebottom of the jack 650 is touching the ground (including any grounddebris, etc.).

It should be noted that in lieu of the magnetic proximity switches, onemay use limit switches mounted to the bottom of each jack 650.

After the jacks have been deployed, the visual display 974 of thecontrol panel 972 illuminates a red light. When the red lightilluminates on the control panel 972, a signal is sent via the controlcircuitry 970 to the second IR transmitter 1006 to transmit a signalindicative of the jacks 650 being deployed. This IR signal is receivedby the second IR receiver 1054, which causes the visual display 1058 ofthe dock cabinet 1050 to change to a red light and extinguish the yellowand green lights. After the hustler driver sees the red light of thedock cabinet 1050, the operator knows that both the jacks 650 and thehook 948 have been properly deployed and he can disconnect the electricpower supply to the stabilizer 900, disconnect from the stabilizer kingpin, and go on to his next task. By disconnecting the power supply tothe stabilizer, the control circuitry and all electrical circuitry ofthe stabilizer is unpowered. In other words, the IR transmitters 1004,1006 are no longer transmitting to the IR receivers 1052, 1054 of thedock cabinet 1050.

The red light of the visual display 1058 of the dock cabinet 1050 alsohas an impact on the internal cabinet 1066. Specifically, prior to thevisual display turning on the red light, a loading dock person on theinside of the facility could turn the lock/unlock switch, but the visualdisplay 1068 would remain red. But after the outside dock cabinet 1050light turns red, the loading dock person on the inside of the facilityhas the ability to turn the switch to the lock position and the visualdisplay 1068 will illuminate the green light. In other words, until thestabilizer 900 is deployed properly and completely, as documented by theoutside dock cabinet 1050, loading dock personnel cannot change thevisual display 1068 on the inside to green, thereby signaling that itwas safe to load or unload the parked trailer. It should also be notedthat as long as the visual display 1068 displays a green light, thehustler operator will be unable to remove the stabilizer 900. Simplyput, the warehouse personnel control when the stabilizer is removed andmust do so by first turning the switch 1070 to the unlock position,thereby changing the visual display 1068 back to a red light and thenhaving the internal cabinet 1066 communicate with the dock cabinet 1050.While the visual display 1068 on the inside of the warehouse is green, ahustler operator cannot remove the stabilizer 900. The following is adescription of the structure and process that would inhibit removal ofthe stabilizer 900 while the visual display 1068 of the internal cabinet1066 is illuminated green (indicative of a safe condition to load orunload the trailer).

First, presuming one of the warehouse personnel does not turn the switch1070 to the unlock position on the internal cabinet 1066, the visualdisplay 1058 of the dock cabinet 1050 will remain a red light. When thevisual display of the dock cabinet 1050 is red, the trailer stabilizer900 cannot be removed. The first indication to the hustler operator is avisual one in that the light of the display 1058 is red instead ofgreen.

Second, when the display 1058 is red instead of green, the transmitterof the 1056 of the dock cabinet 1050 is dead. Yet the IR transmitter1056 of the dock cabinet 1050 needs to be operative to send a signal tothe IR receiver 1008 so that the control circuitry 970 will providepower to raise the jacks 650 and air to raise the hook 948. And if thehustler operator has not hooked up the electric connection, the entiresystem on the stabilizer is dead. More specifically, the controlcircuitry 970 controls a center return solenoid 1074 that is operativeto vent any air pressure imparted to the system when the electricalsystem of the stabilizer 900 is dead or if the IR transmitter 1056 ofthe dock cabinet 1050 has not sent a signal to the IR receiver 1008 ofthe arm 1000. In other words, when the control circuitry 970 is powered,the circuitry is looking for a signal from the IR transmitter 1056 ofthe dock cabinet 1050 that it is appropriate to remove the stabilizer900. And this signal will never occur when the indicator light is red orif power is not provided to the system. So if the red light of thedisplay 1058 is on, and the hustler operator attempts to remove thestabilizer 900 by hooking up the air supply glad-hand, the air in thestabilizer system will vent. As an additional safety feature, if thehustler operator hooks up the electric power supply and the air supply,and then attempts to raise the jacks 650, the operation of attempting toraise the jacks by pushing one of the operator controls 976, the controlcircuitry shifts the solenoid valve 1074 to vent the air through anon-board air horn 1076 the creates loud horn sound telling the operatorand surround people that the operator is erroneously attempting toremove the stabilizer. But presuming the warehouse personnel turns theswitch 1070 to the unlock position on the internal cabinet 1066, thevisual display 1058 of the dock cabinet 1050 will discontinueilluminating the red light and now illuminate the green light.

The green light of the dock cabinet visual display 1058 is the firstsignal to a hustler operator that it is appropriate to remove thestabilizer 900 because the trailer is ready to leave the warehouse. Thisalso presumes that the IR transmitter 1056 of the dock cabinet 1050 hasbeen operative to send a signal to the IR receiver 1008 so that thecontrol circuitry 970 will allow removal of the stabilizer 900.

In order to remove the stabilizer 900, the hustler operator couples thefifth wheel of the hustler to the king pin 102 of the stabilizer. Inaddition, the operator couples the electric power connection to thestabilizer 900. The operator first raises the jacks 650 by pushing thejack up button 977 on the control panel. The control circuitry thensends a signal to the motor 726 to rotate the motor in an oppositedirection to raise the jacks 650. Each of the jacks includes a proximitysensor 984, 985 that signals the control circuitry when the jacks arefully raised. This fully raised condition may not be met by turning thedrive shafts 712 equally, so the control circuitry waits until bothproximity sensor 984, 985 signal that each jack is fully raised. Afterreceive signals from both sensors 984, 986 that the jacks have beenraised, the control circuitry 970 discontinues power to the motor 726and the green light illuminates on the visual display 974 indicating thejacks are up. Thereafter, the control circuitry 970, presuming the airlines are coupled to the stabilizer, automatically raises the hook 948and folds in the arm 100 to lay along side the stabilizer side. At thispoint, the stabilizer may be removed from underneath the trailer andrepositioned under another trailer or stored by discontinuing engagementwith the hustler and allowing the stiff leg assembly 108 and the wheels114 to hold up the stabilizer. At the point in time the stabilizer 900is disconnected from the hustler, the absence of air pressure results inapplication of the brakes and dropping of the hook 948.

Referencing FIGS. 45-51, another exemplary trailer support 101 includesa frame 121 and an axle 141 mounted to the frame 121. The axle 141includes one or more wheels 161 mounted proximate the ends of the axle141. In this exemplary embodiment, the axle 141 includes tandem wheels161 mounted at each end, with the tandem wheels including an associatedbraking assembly 181. However, it should be noted that the wheels 161are not required to include a braking assembly 181.

Referring specifically to FIGS. 45-47, the braking assembly 181 includesa brake pad 201 which applies a force necessary to either a drum or disc221 to retard rotation of the brake drum and wheel 161 with respect tothe axle 141. A pneumatic brake cylinder 241 is coupled to the brakepads 201 by way of a push rod and cam shaft 251 in order to force thepads 201 against the drum 221 after a predetermined positive pressure isreached within the pneumatic lines 261 feeding the brake chamber.However, the brake cylinder 241 is also operative to force the pads 201against the drums 221 when insufficient air pressure occurs within thepneumatic lines 261 feeding the cylinder 241. By way of example, if anair leak occurs within the pneumatic line or a yard truck 2001 (see FIG.52) is not pneumatically coupled to the trailer support 101, the brakepads 201 will engage the drums 221 to inhibit rotation of the wheels161. In other words, it takes a positive air pressure within thepneumatic brake lines 261 in order to discontinue engagement between thebrake pads 201 and the drums 221. In this exemplary embodiment, thepneumatic lines 261 are in series with a compressed air storagevessel/tank 281 that is mounted to the frame 121. Thus, the compressedair storage vessel 281 provides an on-frame reservoir of compressed air.As will be discussed in more detail hereafter, the pneumatic lines 261also includes quick connects 301 (e.g, a glad hand) adapted to becoupled to quick connects 321 of the yard truck 2001 in order for theyard truck to supply compressed air to the braking assembly 181.

Referring back to FIG. 45, the frame 121 includes a pair of C-shapedcross-section frame rails 341, 361 that are equally spaced apart fromone another and oriented in parallel toward the rear of the trailersupport 101. Toward the front of the trailer support 101, the framerails 341, 361 are angled toward one another and eventually convergeproximate the front of the trailer support. For the sections of theframe rails 341, 361 oriented in parallel, one or more cross-members 381are joined to the frame rails, such as by welding or bolted fasteners.The cross members 381 may optionally include a block C-shapecross-section.

The frame 121 also has mounted to it a fifth wheel 401. Exemplary fifthwheels 401 include class 6, 7, and 8 fifth wheels such as the FontaineNo-Slack 6000 and 7000 Series, available from Fontaine International. Inthis exemplary embodiment, the fifth wheel 401 is mounted in an elevatedfashion above the frame rails 341, 361 using conventional nut and boltfasteners. Those skilled in the art will understand that other fifthwheels 401 besides a Fontaine No-Slack may be utilized so long as thefifth wheel is operative to selectively engage and disengage a king pinof a freight trailer. It should also be noted that the king pinlock/receiver may be pneumatically, electrically, or hydraulicallyoperated, or may simply be manually operated. Those skilled in the artare familiar with the various types of fifth wheels and the varioustypes of locks/receivers that hold the king pin of a freight trailer inplace until it is intentionally released.

Referencing FIGS. 45 and 48-50, the trailer support 101 may also includea pair of repositionable wheel chocks 501 that operate to retard rollingmotion of the wheels 161 when deployed. In exemplary form, each wheelchock 501 is mounted to a repositioning device 521 that utilizes fluidpower (pneumatic, hydraulic, etc.) to switch between deployment andstorage of the wheel chocks 501. It should also be noted that the wheelchocks 501 may alternatively be deployed using a manual crank (notshown) that is mounted to the through rod 641. In either circumstance,when the wheel chocks 501 are deployed, the chocks are wedged betweenthe wheels 161 and the ground. Consequently, as the wheels 16 attempt torotate forward, the deployed chocks 501 provide a resistive forcesufficient to retard forward rotation of the wheels. Conversely, whenthe chocks 501 are stored, the wheels 161 are able to rotate (forward orrearward), presuming some other device is not operative to retardrotational motion such as the braking assembly 181.

Referring to FIGS. 45 and 48, the repositioning device 521 includes apneumatic cylinder 541, which is supplied with air from pneumatic supplylines 551. One end of the pneumatic cylinder 541 is mounted to theunderside of the cross-member 381. The opposite end of the pneumaticcylinder 541 includes an actuating piston 561 with a clevis 581 mountedto the far end of the piston. The clevis 581 is pivotally mounted to anL-shaped bracket 601 by way of a pin 621 that extends through both theclevis and bracket. A through rod 641, having a circular cross-section,is received within a cylindrical cavity formed by a cylindrical housing681 mounted to the opposite end of the L-shaped bracket 601. A throughhole extending into the cylindrical cavity is threaded to receive afastener, such as a bolt 661, that extends into contact with an exteriorof the through rod 641 to secure the cylindrical housing 681 to thethrough rod 641. Accordingly, rotational motion of the cylindricalhousing 681, when the bolt 661 is tightened within the through hole, istransferred to the through rod 641, thereby causing the through rod tocorrespondingly rotate when the cylindrical housing is rotated. Therotational motion of the through rod 641 is transferred to the chocks501 and is operative to reposition the chocks 501 between deployment andstorage positions.

In this exemplary embodiment, the through rod 641 is located beneath andmounted to a cross-member 381 of the frame 121 using several brackets701 with circular bushings 721. The bushings 721 operate to allow thethrough rod 641 to axially rotate with respect to the brackets 701,while retaining the horizontal and vertical position of the through rod.In exemplary form, a single through rod 641 is utilized to extend acrossthe entire width of the frame 121 and outward beyond the frame in frontof the wheels 161.

Referencing FIGS. 45, 49 and 50, each repositionable wheel chock 501includes a telescopic pole 801 mounted to the through rod 641 thatextends laterally beyond the frame 121. In exemplary form, thetelescopic pole 801 comprises a first hollow tube 821 and a second,larger hollow tube 841, where the first tube has an exterior that issmall enough to be received within the interior of the second tube.Because of the size differential between the tubes 821, 841, the tubesare operative to slide against one another to increase or decrease thelength of the pole 801 as necessary. In this regard, the second tube 841has a closed opposite end that optionally houses a spring (not shown),which is operative to bias the first hollow tube 821 with respect to thesecond tube. However, it should be noted that the tubes need not betelescopic or operative to slide with respect to one another in order todeploy the wheel chock 501. For example, tubes 821, 841 may be replacedby a single tube or multiple tubes that are rigidly mounted to oneanother to avoid longitudinal length changes.

Opposite the closed end of the second tube 841, the first tube 821includes a transverse hollow cylinder 861. A cavity on the interior ofthe cylinder 861 allows for throughput of the through rod 641.Additionally, the through rod 641 includes a longitudinal keyway 871formed on its exterior that is aligned with a longitudinal keyway 891formed on the interior of the cylinder 861. In this fashion, after thekeyways 871, 891 have been aligned (i.e., overlap) with one another, akey 911 is inserted into both keyways 871, 891 so that rotation of thethrough rod 641 results in corresponding rotation of the cylinder 861.In this exemplary embodiment, the keyways 871, 891 exhibit arectangular, axial cross-section that accommodates the key 911, whichalso exhibits a rectangular, axial cross-section. A hole (not shown),which extends through the cylinder 861 and into the keyway 891, isadapted to receive a threaded fastener 881. By inserting the threadedfastener 881 into the hole, where the hole overlaps the keyway 891, thethreaded fastener is operative to contact the key 911 and lock the keywithin the keyways 871, 891.

Opposite the closed end of the second tube 841, an arm 901 is mounted tothe lateral exterior of the second tube. The arm 901 extends away fromthe closed end of the second tube 841 and extends beyond the open end ofthe second tube 841 in parallel with the first tube 821. In thisexemplary embodiment, the arm 901 by way of a through bolt is mounted toa spring 921, where the spring is coupled to a cable 941, which isitself mounted to a chock block 961. As will be discussed in more detailbelow, the spring 921 provides a tension force that retains the chockblock 961 in a predetermined position, thereby retarding the chock block961 from digging into the ground as the repositionable wheel chock 501is moved from its storage position to its deployment position. In orderto maintain the proper tension on the chock block 961, a guide pulley981 is mounted to the second tube 841, where the guide pulley 981receives the cable 941.

Proximate the closed end of the second tube 841, a bracket 1001 ismounted to the second tube. This bracket 1001, in exemplary form,includes a block C-shaped segment 1021 that is spaced apart from thesecond tube by way of an extension 1041. The blockC-shaped segment 1021includes extension plates 1031 pivotally mounted by way of a pivot pin1051 to allow articulation of the chock block 961 and provide anallowance for coaxial discrepancy between the through rod 641 and thestabilizer's wheels 161. A guide arm 1061 is mounted to the rearexterior of the C-shaped segment 1021. In this exemplary embodiment, theguide arm 1061 includes a through hole that receives a fastener topivotally mount a roller assembly 1081 to the guide arm.

The roller assembly 1081 includes a first roller 1101 mounted opposite asecond roller 1121, where both rollers are mounted to opposing rails1141 that are tied together by a cross-brace 1161. The first roller 1101is rotationally repositionable with respect to the rails 1141 and isadapted to contact the ground when the wheel chock 501 is deployed inits barrier or deployment position. Similarly, the second roller 1121 isrotationally repositionable with respect to the rails 1141 and isadapted to contact the rear of the chock block 961 and overcome the biasof the spring 921 to rotate the chock block when the first roller 1101reaches the ground.

The chock block 961 is accommodated within the C-shaped segment 1021.The chock block 961 is pivotally mounted to the extension plates 1031 byway of a pivot shaft 1181 that concurrently extends through the chockblock and the extension plates. A rear portion of the chock block 961includes a connector 1201 that couples the chock block to the cable 941.

Referring to FIGS. 45 and 51, the trailer support 101 may also includesa winch 1301 mounted to a rear cross member 381. The winch 1301 may bepneumatically, hydraulically, or electrically driven using a powerconnection line 1321 that includes a quick connect 1341 in order toreceive power from a power source, such as from a yard truck 2001 (seeFIG. 52). Alternatively, the winch 1301 could be manually actuated usinga hand crank (not shown). In this exemplary embodiment, the winch 1301includes a motor and a cable 1361 mounted to a rotating spool. A freeend of the cable 1361 includes a hook 1381 that is adapted to interfacewith a ground cleat 1501 (see FIG. 53) in order to pull the rear of thetrailer support 101 toward the ground cleat. For use with the instantembodiment, exemplary electric winches 1301 include, without limitation,the RN30W Rufnek worm gear winch available from Tulsa Winch.

Referencing FIGS. 45 and 54, the trailer support 101 may further includea signaling system 1601. This signaling system 1601 provides a visualdisplay 1621 that alerts personnel within a warehouse or loading dockfacility 1641 when the trailer 2201 is stabilized using the trailersupport 101. In exemplary form, the visual display 1621 is mounted onthe interior of the warehouse or loading dock facility 1641 proximatethe loading dock. As will be appreciated by those skilled in the art,when the rear of the trailer 2201 is backed up adjacent and aligned withrespect to the loading dock opening, personnel within the warehouse orloading dock facility 1641 often cannot see through the loading dockopening because the rear of the trailer 2201 is occupying the entireloading dock opening. Therefore, the visual display 1601 takes the placeof a manual visual inspection and indicates whether the trailer 2201 isstabilized or not to accommodate for the absence of a direct line ofsight. In order for the visual display 1601 to know when to display anindicia that it is safe to load/unload the trailer 2201, the trailerstabilizer 101 includes an on-board infrared light source 1661.

In this exemplary embodiment, the infrared light source 1661 is poweredby an electrical source associated with the yard truck 2001 (see FIG.52). However, it should be noted that the infrared light source couldalso be powered by an on-board power source (such as a battery orgenerator) associated with the trailer stabilizer 101. The infraredlight source 1661 is selectively powered, however, only after thetrailer support 101 has been secured. The infrared light source 1661,when powered, is operative to generate infrared light that is detectedby an infrared detector 1681 located on the exterior of the warehouse orloading dock facility 1641. When infrared light is detected by thedetector 1681, the detector communicates this detection to the visualdisplay 1621 so that personnel within the warehouse or loading dockfacility 1641 know it is safe to load or unload the trailer 2201.However, the visual display 1601 may provide more than a simple visualindication that the trailer stabilizer is secured.

The signaling system 1601 also includes a king pin sensor 1701 and awheel chock sensor 1721. The king pin sensor 1701 is operative todetermine whether or not a trailer king pin 2221 (see FIG. 52) issecured to the fifth wheel 401. When the king pin 2221 is secured to thefifth wheel 401, the sensor 1701 senses the position of the king pinwithin the opening of the fifth wheel. The sensor 1701 may also includean ancillary sensor (not shown) that confirms the king pin 2221 islocked within the fifth wheel 401. Likewise, the wheel chock sensor 1721is operative to detect the position of the wheel chocks 501, such aswhen the wheel chocks are deployed on the ground in a blocking positiondirectly in front of the wheels 161. Both the king pin sensor 1701 andthe wheel chock sensor 1721 are in communication with a controller 1741that uses a wireless transmitter to communicate information concerningthe position of the king pin 2221 and the position of the wheel chocks501 to the visual display 1601, which itself includes a wirelessreceiver.

Referring to FIGS. 52 and 53, a yard truck 2001 includes a cab 2021, achassis. 2041, an engine 2061, electrical connections 2081, pneumaticconnections 2101, and a repositionable fifth wheel 2121. In addition,the yard truck 2001 includes a tow hook 2141 that receives the tow eye2161 of the trailer support 101 in order to couple the yard truck 2001to the trailer support 101.

In practice, the yard truck 2001 attaches itself to the trailer support101 by way of the yard truck's tow hook 2141 being coupled to the toweye 2161 of the trailer support 101. In addition to attaching the yardtruck 2001 to the trailer support 101 using the hook 2141 and eye 2161,the yard truck operator also connects quick connects 1341, 301 of thetrailer stabilizer 101 to quick connects 2171, 2181 associated with theyard truck to supply electrical and pneumatic power. It should also benoted that the yard truck 2001 may include hydraulic pump(s), lines, andconnections (not shown) that connect to connections, lines, and devicesof the trailer support 101, such as when the winch 1301 and/orrepositioning device 521 is hydraulically driven. After completingconnections between the yard truck 2001 and the trailer support 101, theyard truck operator then drives the yard truck into position withrespect to a trailer 2201 having already been parked at a loading dockso that the doors of the trailer are open and the associated opening atthe rear of the trailer is adjacent a loading dock opening.

At such a point in time, the trailer 2201 is initially supported by itslanding gear (not shown). But, as discussed previously, the landing gearis not made to accommodate the high forces associated with a forkliftrepetitively entering and exiting the trailer to load or unload goods.As is evident to those skilled in the art, when loading a trailer, theinitial weight of the loaded goods is positioned at the front of thetrailer and is disproportionally born by the landing gear. Similarly,when a trailer is unloaded, the last weight to be taken off the trailercomes from the goods located at the front of the trailer, where thisweight is disproportionally born by the landing gear. In order to ensurethat the trailer does not nosedive in case of landing gear failure, orthat the trailer tips over on either lateral side, the instantdisclosure provides a stabilizing device to retard nose dive or lateraltip over.

Referring again to FIGS. 52 and 53, after the yard truck 2001 hasattached itself to the trailer stabilizer 101 and located a trailer thathas yet to be stabilized, the yard truck thereafter backs the trailerstabilizer 101 underneath the trailer 2201. When backing the trailerstabilizer 101, the rear of the stabilizer (where the winch 1301 islocated) moves underneath the trailer first and is aligned so that thefifth wheel 401 receives the trailer king pin 2221. While the trailerstabilizer 101 is being backed underneath the trailer 2201 and beforethe king pin 2221 is secured within the fifth wheel 401, therepositionable wheel chocks 501 are in a storage position and the brakeassemblies 181 are free (i.e., not locked). It should also be noted thatwhile the yard truck 2001 is backing the stabilizer 101 underneath thetrailer 2201, the winch 1301 is preferably refracted. Continued backingof the yard truck 2001 causes the trailer stabilizer 101 to be furtherrepositioned underneath the trailer 2201, eventually so much so that theking pin 2221 engages the fifth wheel 401 and becomes locked within thefifth wheel, thereby coupling the trailer stabilizer to the trailer. Atthis time, the king pin sensor 1701 detects the position of the king pin2221 with respect to the fifth wheel 401 and communicates a signalindicative of the king pin position to the controller 1741 (see FIG.45). Thereafter, the controller 1741 wirelessly communicates a signal tothe visual display 1681 (see FIG. 54), which in turn displays visualindicia representing to dock workers that the king pin 2221 is securedto the trailer stabilizer 101.

After the trailer stabilizer 101 is coupled to the trailer 2201, anumber of events occur to lock the position of the trailer stabilizerwith respect to the trailer. One of these events may include the yardtruck operator locking the braking assembly 181 of the trailerstabilizer by depressurizing the pneumatic lines 261 (see FIG. 45). Thisdepressurization causes the brake pads 201 (see FIG. 46) to be forcedagainst the brake drum/disc 221, thereby retarding rotational motion ofthe wheels 161. Another possible event is the deployment of therepositionable wheel chocks 501 using the repositioning device 521.

The yard truck operator controls, using standard internal controlswithin the yard truck 2001 to control the air pressure though line 2101,the pneumatic pressure applied to the pneumatic cylinder 541 to extendor retract the piston 561, thereby rotating the through rod 641 ineither a clockwise or a counterclockwise direction. As discussedpreviously, rotation of the through rod 641 is operative to repositionthe wheel chocks 501 between the storage position and the blockingposition. In this manner, the yard truck operator is able to lower orraise the wheel chocks 501 without ever leaving the cab of the yardtruck 2001. When the wheel chocks 501 are deployed so that the chocksare in front and adjacent at least one of the wheels 161, the wheelchock sensor 1721 senses this position and communicates a signal to thecontroller 1741 (see FIG. 45). Thereafter, the controller 1741wirelessly communicates a signal to the visual display 1681 (see FIG.54), which in turn displays visual indicia representing to dock workersthat one or all of the wheel chocks 501 is deployed in a blockingposition with respect to the wheels 161 of the trailer stabilizer 101.But the yard truck operator may need to exit the cab to couple the cable1361 and hook 1381 to the ground, as well as to disconnect pneumatic andelectrical connections extending from the yard truck 2001 to the trailerstabilizer 101.

In exemplary form, after the brake assembly 181 has been locked and thewheel chocks 501 have been deployed, the yard truck operator may exitthe cab to secure the trailer support 101 to the ground using the winch1301. The winch may be powered from an electrical power source on boardthe trailer stabilizer 101 or on board the yard truck 2001. In eithercircumstance, the winch 1301 is unwound a predetermined amount so thatthere is enough cable 1361 for the hook 1381 to reach the ground cleat1501. The hook 1381 is thereafter mounted to the cleat 1501, and thewinch 1301 is driven to wind the cable 1361 in order to remove the slackfrom the line. The winch 1301 associated controls (not shown) that areoperative to discontinue winding of the cable 1361 after the cablereaches a predetermined tension. When taught, the cable 1361 and winch1301 are operative to pull the trailer stabilizer 101 toward the rear ofthe trailer 2201, which acts to pull the fifth wheel 401 toward the rearof the trailer. Because the fifth wheel 401 at this point has receivedthe king pin 2221, the fifth wheel 401 pushes against the front of theking pin to effectively wedge the trailer 2201 between the loading dock(not shown) and the fifth wheel 401 and wedge the king pin between thefifth wheel 401 and the ground cleat 1501.

As soon as the winching operation is complete, a switch 1691 associatedwith the infrared light source 1661 is tripped, thereby powering thelight source and generating infrared light. The placement of theinfrared light source 1661 is at the rear of the trailer support 101 andis designed to provide a direct line of sight between the light sourceand the light detector 1681 (see FIG. 54) mounted to the warehouse orloading dock facility 1641. It should be noted that the light source maybe powered by the yard truck 2001 or may be powered by an on-boardenergy source (not shown) such as a generator or a battery. In exemplaryform, the light source includes a timing circuit that only allows theinfrared light source to be powered for a predetermined time. Regardlessof the power source used, the light source 1661 is operative to generateinfrared light that will be detected by the detector 1681.

The detector 1681, which is mounted to the warehouse or loading dockfacility 1641, is operative to detect infrared light generated by thelight source 1661. When infrared light is detected by the detector 1681,a signal is sent to the visual display 1621 indicating that the trailerstabilizer 101 is in a secured position with respect to the trailer2201. In exemplary form, the visual display 1621 includes a red andgreen light. When illuminated, the red light indicates that the trailer2201 parked at the loading dock is not ready to be loaded or unloadedbecause the trailer support 101 has not yet been secured to the trailer.In contrast, when illuminated, the green light indicates that thetrailer 2201 parked at the loading dock is ready to be loaded orunloaded because the trailer support 101 is secured to the trailer.

When a trailer 2201 is fully loaded or unloaded, the yard truck 2001reattaches itself to the trailer support 101, which includes reattachingthe quick connects 301, 1341. Thereafter, to the extent the support 101is coupled to the ground cleat 1501, the winch 1301 is unwound and thehook 1381 is disengaged from the cleat, followed by winding of the cable1361. As soon as the winch cable 1361 is unwound, thereby allowingdecoupling of the hook 1381 from the cleat 1501, the infrared lightsource 1661 is powered and generates infrared light. This light is inturn detected by the detector 1681, which is operative to send a signalto the visual display 1621 indicating that the trailer support 101 isnot longer secured to the trailer 2201. As discussed previously, a redlight is illuminated on the display 1621 indicating to dock personnelthat it is not safe to load or unload goods from the trailer. It shouldbe noted that in case the visual display 1621 gets out of sequence, itmay be manually reset to display the red light or some other indiciareflecting that the trailer 2201 is not mounted to the trailer support101.

Presuming the winch 1301 has been disengaged from the cleat 1501 or noteven used, the yard truck operator the supplies power to therepositioning device 521 in order to retract the repositionable wheelchocks 501. Presuming the wheel chocks 501 were not used or have alreadybeen retracted, the yard truck operator supplies power to the brakeassemblies 181 in order to free the brakes and allow the wheels to turnwith respect to the frame 121. At this point, the king pin 2221 isreleased from the fifth wheel 401 and the trailer support may be removedfrom under the trailer 2201. At the point in time where the trailerstabilizer 101 is removed from under the front of the trailer 2201, itis up to the landing gear to support the frontal load of the trailer.

Referring to FIGS. 55 and 56, a second exemplary trailer support 3101includes a frame 3121 and an axle 3141 mounted to the frame 3121. Theaxle 3141 includes one or more wheels 3161 mounted proximate the ends ofthe axle 3141. In this exemplary embodiment, the axle 3141 includestandem wheels 3161 mounted at each end, with the tandem wheels includingan associated braking assembly (not shown), which is identical to thatof the first exemplary embodiment 101 (see FIGS. 45-47). The brakingassembly includes brake pads, brake drum/discs, and a pneumatic brakecylinder to apply a brake force to the trailer support 3101 wheninsufficient air pressure occurs within the pneumatic line feeding thecylinder. For purposes of brevity, reference is had to FIGS. 46 and 47and the corresponding written description for a braking assembly thatmay be used as the instant braking assembly 3101.

The frame 3121 includes a pair of C-shaped cross-section frame rails3341 that are equally spaced apart from one another and oriented inparallel toward the rear of the trailer support 3101. Toward the frontof the trailer support 3101, the frame rails 3341 are angled toward oneanother and eventually converge at a hitch 3361 proximate the front ofthe trailer support. When oriented in parallel, the frame rails 3341 arejointed together by mounting one or more cross-members (not shown) tothe frame rails (via welding, nuts and bolts, etc.), where thecross-members may optionally include a block C-shape cross-section.

At least one of the cross-members of the frame 3121 has mounted to it afifth wheel 3401 in an elevated fashion above the frame rails 3341(using conventional nut and bolt fasteners and/or welds). Again, thefifth wheel 3401 is analogous to the fifth wheel 401 discussed withrespect to the first exemplary embodiment 101.

The trailer support 3101 also includes an actuatable draw bar andassociated hook 3801 that is pivotally mounted to the frame 3121 betweenan elevated position and an engaged position (compare FIGS. 55 and 56).When in the draw bar and associated hook 3801 is in the engaged position(see FIG. 56), the hook is at or approximate ground level to engage acleat 4201 mounted to the ground. When the draw bar and associated hook3801 engage the cleat, appreciable forward movement of trailer support3101 away from the cleat 4201 is not possible. Conversely, when the drawbar and associated hook 3801 is in the disengaged position (see FIG.55), the hook is above ground level and inoperative to engage the cleat4201. Thus, when the draw bar and associated hook 3801 are disengagedfrom the cleat 4201, appreciable forward movement of trailer support3101 may be possible, presuming wheel chocks are not deployed in abarrier position.

Referring to FIGS. 55-58, in this exemplary embodiment, the draw bar andassociated hook 3801 comprises quarter inch steel rectangular tubing3821 extending longitudinally and having opposing ends 3841, 3861. Atone end 3841, a cylindrical coupling 3881 is fastened to the tubing,such as by welding, and oriented so that a through opening 4001 isgenerally perpendicular to the longitudinal length of the tubing 3821.This opening 4001 receives an axle 4021 that is mounted to the trailersupport 3101 so that the coupling 3881 pivots around the axle 4021. Inexemplary form, the axle 4021 is sized to concurrently extend throughthe opening 4001 and corresponding openings that are aligned throughspaced apart brackets 4041 mounted to the trailer support 3101 so thatthe longitudinal ends of the axle extend through the brackets. Each endof the axle 4021 includes a radial through hole that is sized to receivea respective cotter pin (not shown) and thereby inhibit the axle frombeing displaced laterally (i.e., from side to side). One or both of thecotter pins may be removed to allow the axle 4021 to be laterallyrepositioned with respect to the brackets 4041 and the cylindricalcoupling 3881. When the draw bar and associated hook 3801 is mounted tothe trailer support 3101, the cylindrical coupling 3881 interposes thebrackets 4041 so that the through opening 4001 is longitudinally alignedwith the corresponding openings of the brackets. At the same time, theaxle 4021 is inserted through the openings in the coupling 3881 andbrackets 4041 so that the ends of the axle extend just beyond thebracket openings. Thereafter, the cotter pins are installed, and thedraw bar and associated hook 3801 is pivotally mounted to the trailersupport 3101.

A heavy duty hook 4061 is mounted to the end 3861 of the rectangulartubing 3821 opposite the cylindrical coupling 3881. This heavy duty hook4061 is fabricated from high strength steel and includes a linearsegment 4081 that extends substantially coaxial with the tubing 3821.The far end of the segment 4081 is rounded over 4101. The hook 4061defines a cavity 4121 on its interior that is adapted to retain at leastone of a plurality of dowel pins 4501 associated with the cleat 4201when the draw bar and associated hook 3801 is in the engaged position.

Referring to FIGS. 59-61, the exemplary cleat 4201 comprises an open topwith a longitudinal block U-shaped tunnel 4221 having opposed verticalsidewalls 4241, 4261 and a bottom wall 4281. Trapezoidal plates 4301,4321, 4341, 4361 are mounted to tapered ends and to the top of thevertical sidewalls 4241, 4261. In addition, the trapezoidal plates 4301,4321, 4341, 4361 are mounted to each other at their angled ends. In thismanner, the trapezoidal plates 4301, 4321, 4341, 4361 operate to providean angled incline so that unintended objects contacting the cleat 4201can pass thereover.

On the interior of the cleat 4201 are a series of spaced apart dowelpins 4501 that span laterally across the vertical sidewalls 4241, 4261.Each dowel pin 4501 includes a flange 4521 that extends perpendicularlyfrom the circumference and extends substantially the entire distancebetween the vertical sidewalls 4221, 4261 of the tunnel 4221. Thevertical sidewalls 4221, 4261, 4221 include corresponding openings inorder to receive the dowel pins 4501. But it should be noted that inthis exemplary cleat 4201, the dowel pins 4501 are not rotationallyrepositionable with respect to the vertical sidewalls 4221, 4261.However, it is within the scope of the disclosure to provide dowel pins4501 and flanges 4521 that are rotationally repositionable.Specifically, the flanges 4521 may be spring biased and operative toclose the gap between adjacent pins 4501 in order to prohibit unintendedobjects from entering the interior of the cleat 4201.

In exemplary form, the forward most dowel pin 4501 is mounted to thevertical sidewalls 4241, 4261 so that its flange 4521 extends to meetthe top edge of the forward trapezoidal plate 4301. As will be discussedin more detail below, this orientation ensures that the hook 4061 doesnot inadvertently snag the top edge of the forward trapezoidal plate4301. The remaining dowel pins 4501 are oriented so that the flanges4521 are upwardly sloped from front to back.

The orientation for the flanges 4521 of the second and successive dowelpins 4501 provides a series of ramps that allow the hook 4061 to movefrom front to back across the dowel pins without becoming snagged.Simply put, the hook 4061, when moving from front to back, slides up theflange and over one of the dowel pins, to only drop down and contact asuccessive flange of a successive dowel pin. The same process may berepeated until the hook reaches the top of last dowel pin or the hook ismoved forward. At this point, the hook 4061 slides over the last dowelpin and begins to slide down the face of the rear trapezoidal plate4341. In contrast, when the hook 4061 is repositioned from rear tofront, the cavity 4121 of the hook receives whichever dowel pin 4501 isnearest in order to retain the hook within the cleat 4201. Thisretention occurs because the angled surfaces provided by the flanges4521 operate to direct the hook 4061 into contact with the nearest dowelpin 4501 so that the dowel pin is received within the cavity. In thisreceived position, the draw bar and associated hook 3801 cannot be movedforward to the next nearest dowel pin, nor can the hook 4061 bevertically repositioned out of engagement with the dowel pin. In orderto discontinue engagement of the hook 4061 with the instant dowel pin4501, the draw bar and associated hook 3801 is repositioned rearward(from front to back) until the tip of the hook 4061 clears the instantdowel pin. Thereafter, the draw bar and associated hook 3801 may bevertically raised to remove the hook 4061 from within the cleat 4201.

Referring back to FIGS. 55 and 56, in order to vertically reposition thedraw bar and associated hook 3801, a pneumatic cylinder 4601 isconcurrently coupled to the rectangular tubing 3821 and correspondingbrackets 4621 mounted at the rear of the frame 3121. In this exemplaryembodiment, air supply lines (not shown) are coupled to the pneumaticcylinder 4601 and are adapted to receive air from a yard truck or othertractor (see e.g., FIGS. 52 and 53). The pneumatic cylinder 4601 ispivotally mounted to the rear of the frame 3121 by way of thecorresponding brackets 4621, while the pneumatic cylinder piston 4661 isrepositionably mounted to a clevis 4681 on the rectangular tubing 3821using a through pin (not shown). The clevis 4681 is formed by twoparallel metal plates that are welded to the rectangular tubing, whereeach plate has an aligned hole that receives the through pin. In thismanner, when the piston 4661 is extended from the cylinder 4601, thedraw bar and associated hook 3801 are pivoted about the axle 4021 inorder to lower the hook 4061. Conversely, when the piston 4661 isretracted into the cylinder 4601, the draw bar and associated hook 3801are pivoted about the axle 4021 in order to raise the hook 4061.

In addition, the exemplary trailer support 3101 may include a pair ofrepositionable wheel chocks 4801 having generally the same structure andmode of operation as the wheel chocks 501 discussed with respect to theforegoing embodiment. Accordingly, for purposes of brevity, a detaileddiscussion of the components and mode of operation has been omitted.

In operation, a yard truck (not shown) attaches itself to the trailersupport 3101 by way of the yard truck's tow hook being coupled to thehitch 3361 of the trailer support. In addition to attaching the yardtruck to the trailer support 3101 using the hitch 3361, the yard truckoperator also connects quick connects of the trailer stabilizer 3101 toquick connects associated with the yard truck to supply electrical andpneumatic power to the trailer stabilizer. It should also be noted thatthe yard truck may include hydraulic pump(s), lines, and connections(not shown) that connect to connections, lines, and devices of thetrailer support 3101, such as when the draw bar and associated hook 3801is hydraulically repositioned by way of a hydraulic cylinder instead ofa pneumatic cylinder 4601.

After completing connections between the yard truck and the trailersupport 3101, the yard truck operator then drives the yard truck intoposition with respect to a trailer having already been parked at aloading dock so that the doors of the trailer are open and theassociated opening at the rear of the trailer is adjacent a loading dockopening. The yard truck operator then begins to back the trailerstabilizer 3101 underneath the trailer, with the rear of the stabilizerwhere the draw bar and associated hook 3801 is located moving underneaththe trailer first so that the fifth wheel 3401 is aligned with the kingpin of the trailer. While the trailer stabilizer 3101 is backedunderneath the trailer, the repositionable wheel chocks 4801 are in astorage position, the brake assemblies of the trailer stabilizer arefree (i.e., not locked), and the draw bar and associated hook 3801 arein a raised position. Continued backing of the yard truck causes thetrailer stabilizer 3101 to be further repositioned underneath thetrailer, eventually so much so that the king pin engages the fifth wheel3401 and becomes locked within the fifth wheel, thereby coupling thetrailer stabilizer to the trailer. At this time, a king pin sensordetects the position of the king pin with respect to the fifth wheel3401 and communicates a signal indicative of the king pin position to acontroller associated with the yard truck. Thereafter, the controllerwirelessly communicates a signal to a visual display (not shown), whichdisplays visual indicia within a warehouse to dock workers telling themthat the king pin is secured to the trailer stabilizer 3101.

After the trailer stabilizer 3101 is coupled to the trailer, a number ofevents occur to lock the position of the trailer stabilizer with respectto the trailer. First, the yard truck operator lowers the draw bar andassociated hook 3801 so that the hook 4061 contacts the top of the cleat4201, which is already securely mounted to the pavement/concreteunderneath the trailer, in order for the hook to float on top of thecleat. The yard truck operator then pulls slightly forward so that thehook 4061 captures one of the dowel pins 4501 within the cavity 4221 andretards further forward movement of the stabilizer 3101. A sensorassociated with the stabilizer 3101 detects the deployed position of thedraw bar and associated hook 3801 and communicates this to thecontroller. The controller then wirelessly communicates a signal to avisual display (not shown) or powers an infrared light source tocommunicate with an infrared light detector operatively coupled to thevisual display letting dock workers know that the draw bar andassociated hook 3801 is deployed.

In addition to securing the hook 4061 to the cleat 4201, the yard truckoperator also locks the braking assembly of the trailer stabilizer bydepressurizing the pneumatic lines feeding the drum assemblies. Thisdepressurization causes the brake pads to be forced against the brakedrum/disc, thereby retarding rotational motion of the wheels 3161.Another event is the deployment of the repositionable wheel chocks 4801using a pneumatic cylinder 4821. Deployment of the wheel chocks 4801 isessentially the same as that discussed for the first exemplaryembodiment and has been omitted only to further brevity. Thereafter, theyard truck unhooks any pneumatic and electrical connections with thetrailer stabilizer and continues on to the next spotted trailer.

After the trailer is fully loaded or unloaded, the yard truck reattachesitself to the trailer support 3101, which includes reattaching anypneumatic and electrical connections. After these connections have beenreestablished, the repositionable wheel chocks 4801 are raised to astorage position and the brake assemblies are freed (i.e., not locked).This allows the yard truck operator to slightly reposition the trailersupport 3101 toward the rear of the trailer to unseat the hook 4061 fromthe nearest dowel pin 4501 of the cleat 4201. After the hook 4061 isunseated, the yard truck operator manipulates valves to supply air tothe air supply lines coupled to the pneumatic cylinder 4601. This, inturn, causes the piston 466 to retract within the cylinder 4601, therebypivoting the draw bar and associated hook 3801 about the axle 4021, thusraising the hook 4061. After the hook 4061 has been raised to no longerpotentially come in contact with the cleat 4201, and the landing gear ofthe trailer has been lowered, the yard truck pulls the trailer support3101 out from under the trailer so that the king pin of the trailer nolonger engages the fifth wheel 3401.

The exemplary trailer stabilizer 3101 is operative to inhibit trailernosedives, tip-overs, and trailer creep. Moreover, the exemplary trailerstabilizer 3101 includes a means for informing dock personnel when thetrailer stabilizer 3101 is mounted to the trailer, thereby informing thedock personnel that it is safe or unsafe to load/unload the trailer,similar to that discussed for the first exemplary embodiment.

Following from the above description and invention summaries, it shouldbe apparent to those of ordinary skill in the art that, while themethods and apparatuses herein described constitute exemplaryembodiments of the present invention, the invention contained herein isnot limited to this precise embodiment and that changes may be made tosuch embodiments without departing from the scope of the invention asdefined by the claims. Additionally, it is to be understood that theinvention is defined by the claims and it is not intended that anylimitations or elements describing the exemplary embodiments set forthherein are to be incorporated into the interpretation of any claimelement unless such limitation or element is explicitly stated.Likewise, it is to be understood that it is not necessary to meet any orall of the identified advantages or objects of the invention disclosedherein in order to fall within the scope of any claims, since theinvention is defined by the claims and since inherent and/or unforeseenadvantages of the present invention may exist even though they may nothave been explicitly discussed herein.

What is claimed is:
 1. A method of preparing a parked semi-trailer forloading goods on or unloading goods from the parked semi-trailer, themethod comprising: positioning a portable device, separate from asupport frame of the parked semi-trailer, underneath a forward portionof the parked semi-trailer, where the portable device includes at leastone of a ground coupler and a semi-trailer load bearing repositionablejack; at least one of restraining and stabilizing the parkedsemi-trailer by performing at least one of: (a) wedging the portabledevice underneath the forward portion of the parked semi-trailer so theportable device bears at least a portion of a weight of the forwardportion of the parked semi-trailer to stabilize the parked semi-trailer;and (b) positioning at least a portion of the portable device underneaththe forward portion of the parked semi-trailer to concurrently engagethe parked semi-trailer and couple the portable device to a groundanchor using the ground coupler; deploying a communication arm of theportable device from a stowed position to a deployed position, where thedeployed position extends at least a portion of the communication armbeyond a footprint of the parked semi-trailer; and, displaying evidenceon a visual display, inside a loading dock facility, that the parkedsemi-trailer is at least one of stabilized and restrained.
 2. The methodof claim 1, wherein the visual display substitutes for a direct line ofsight inspection.
 3. The method of claim 1, further comprising using theevidence visually displayed to at least one of refrain fromloading/unloading the semi-trailer and moving forward withloading/unloading the semi-trailer.
 4. The method of claim 1, furthercomprising providing a detector outside an interior of the loading dockfacility, the detector communicatively coupled to the visual display tocommunicate evidence detected outside the interior of the loading dockfacility.
 5. The method of claim 4, further comprising visuallydisplaying evidence on the visual display that the semi-trailer iswedged between the portable device and a dock of the loading dockfacility.
 6. The method of claim 5, wherein the detector comprises aninfrared detector.
 7. The method of claim 4, wherein the portable deviceincludes an infrared light source and the detector includes an infrareddetector.
 8. The method of claim 1, further comprising visuallydisplaying evidence on the visual display that the semi-trailer iswedged between the portable device and a dock of the loading dockfacility.
 9. The method of claim 1, wherein the evidence comprises avisual indicia.
 10. The method of claim 1, wherein stabilizing theparked semi-trailer comprises performing both of: (a) wedging theportable device underneath the forward portion of the parkedsemi-trailer so the portable device bears at least a portion of a weightof the forward portion of the parked semi-trailer to stabilize theparked semi-trailer, and (b) coupling the portable device to a groundanchor.
 11. A method of substituting for an obstructed line of sight ata dock of a loading dock facility to discern a position of a portabletrailer stabilizer with respect to a parked semi-trailer when the parkedsemi-trailer obstructs a direct line of sight from inside the loadingdock facility, the method comprising: providing a detector outside aninterior of a loading dock facility, the detector communicativelycoupled to a visual display inside the loading dock facility; providinga signal arm as part of a portable trailer stabilizer, the signal armconfigured to be repositionable between a stowed position and a deployedposition, where the deployed position extends at least a portion of thesignal arm beyond a footprint of the parked semi-trailer; communicatingevidence, from the detector, as to a position of a portable trailerstabilizer with respect to a parked semi-trailer while the parkedsemi-trailer substantially blocks a dock opening; displaying theevidence on the visual display, where the visual display substitutes fora direct line of sight visual inspection otherwise available if the dockopening was not substantially blocked by the parked semi-trailer. 12.The method of claim 11, wherein the portable trailer stabilizerstabilizes a forward portion of the parked semi-trailer by wedgingbetween the forward portion of the parked semi-trailer and a ground sothe portable trailer stabilizer bears at least a portion of a weight ofthe forward portion of the parked semi-trailer.
 13. The method of claim12, wherein the portable trailer stabilizer stabilizes the forwardportion of the parked semi-trailer by coupling the portable trailerstabilizer to a ground anchor while at least one of pushing against orpulling on the parked semi-trailer.
 14. The method of claim 11, whereinthe portable trailer stabilizer stabilizes a forward portion of theparked semi-trailer by coupling the portable trailer stabilizer to aground anchor while at least one of pushing against or pulling on theparked semi-trailer.
 15. The method of claim 11, wherein the portabletrailer stabilizer stabilizes a forward portion of the parkedsemi-trailer by securing a king pin of the semi-trailer to the portabletrailer stabilizer.
 16. The method of claim 11, wherein the portabletrailer stabilizer stabilizes a forward portion of the parkedsemi-trailer by wedging the forward portion of the parked semi-trailerbetween the portable trailer stabilizer and the dock of the loading dockfacility.
 17. The method of claim 11, wherein the detector comprises aninfrared detector.